Index
1. WRNS Drafting - Cartoon 2. Cushy Drafts 3. Abolition of Semaphore 4. The Navy in Borneo 5. HMS Forest Moor 6. Hong Kong 1966 7. Mauritius W/T 8. Malta 9. Scott of Leydene 10. Examination for RO2	11. First Aircraft Carrier 12. MFRS 13. Changes to Comms Training 14. AMRAD 15. RATT Ship-Shore 16. DIG 17. Buntings of the Future 18. MRIT'S 19. HMS Bristol 20. HMS Simbang	21. Resignation 22. Fire knocks out Carrier 23. No Navy pull-out 24. A Naval Story 25. Blazer Badge 26. NGS 27. Hong Kong Helpers 28. The ROSM 29. Remember this building 30. Boys Training

1. WRNS Drafting

Back to the top
or
Main Index

------------------------------------

2. Cushy Drafts

NAVAL RATING'S "GREAT COURAGE"

  The award of the British Empire Medal for Gallantry to 28-year-old Leading Radio Communications Operator Gordon James Stocker - he showed "great courage and resource" states the citation - is announced in the LONDON GAZETTE.

  LRO Stocker is now serving on the staff of the Resident Naval Officer at Nassau. Accompanied by an Army Staff Officer he landed by an amphibious aircraft on the island in the Bahamas and assisted in successfully rounding up seven armed Cubans.

  LRO Stocker joined the Royal Navy in 1956 and served in the Reserve Fleet at Portsmouth before going to the West Indies in September of last year. His wife is with him in Nassau. His stepfather is licensee of the Greyhound Inn, Stricklandgate Penrith, where he attended the Boys' National School and the Queen Elizabeth Grammer School and was apprenticed as a joiner.

Good Luck to him and Well Done

Back to the top
or
Main Index

------------------------------------

3. Abolition of Semaphore

  The First of June 1966 was not as Glorious as that date in 1794 when the very first sea battle of the Napoleonic Wars took place (the Glorious 1st of June). It was a day which put the writing on the wall for the Buntings Branch because from that date all Semaphore training ceased as did the operational use of it at sea.

Abolition of Semaphore DCI 65/66

  Experience has shown that at the present standard of eight words per minute, semaphore is not a practical method of communication. The teaching of semaphore at this speed is therefore a waste of training effort and for this reason the Admiralty Board have decided that training in semaphore is to cease in the Royal Navy from the date of this Instruction.

  All reference to Semaphore will be removed from the Communication Training Manual by the proposed change 1.

Back to the top
or
Main Index

------------------------------------

4. The Navy in Borneo

THE NAVY IN BORNEO

by Sub. Lieut. (SD)(C) A.H. Brooks

  East Malaysia consists of the states of Sarawak and Sabah (previously British North Borneo). Wedged between these two states is the small State of Brunei, which although not part of Malaysia is closely allied to it. These three States make up about one third of the huge island of Borneo. The rest of it belongs to Indonesia. The border between East Malaysia and Indonesia is 971 miles long and the East Malaysian coastline is over 1,300 miles. The country is rough, mountainous jungle where no roads exist, except in and around the few towns that are scattered mainly along its coastline.

  What of the Navy ashore? Among the assortment of sailors ashore there are 15 Communicators who work the Joint Communication Unit (Borneo) and are divided between the Joint Communication Centres at Labuan and Kuching. Three more work for the detachment of 848 Naval Air Commando Squadron from HMS Albion whose helicopters re-supply the troops scattered along certain sectors of the border.

  A new UHW relay station has been opened on a mountain top (3,000 feet up) a few miles outside Kuching and CMS's have been worked at ranges of over 70 miles. At the moment two RO's spend a week at a time up there doing the relay work. We hope one day to get some automatic re-broadcast equipment. Meantime the two sailors, along with some Gurkha signallers, keep their lonely vigil. For those of you who remember the idyllic days of Tanjong Po, they are I'm afraid no more.

  At Labuan, four RO's, together with RS 'Sharkey' Ward, who keeps a fatherley eye on them, again work in a completely Joint Commcen.

Back to the top
or
Main Index

------------------------------------

5. HMS Forest Moor

HMS FOREST MOOR

by RS J. Farley

  A Communicator among System Engineering; this is the weird world of Radio Mechs with the odd communication ratings thrown in for good measure. A unique 5 watch system is worked with 2 LRO/RO's in a watch, their work being concerned mainly with the system engineering of the fixed services. We are governed by Electrical (R) Officers and ratings although the First Lieutenant is an SD(C) who has virtually gone 'X' and 'S'.

  In the summer it is very pleasant, but the winter seems to provide more than our fair share of rain, fog and snow. Just prior to Christmas we were snow bound for 3 days.

  The station is situated about 9 miles from Harrogate, but with very limited public transport. If you have your own transport, Leeds, Bradford and Halifax are all within striking distance for a run ashore.

  Married quarters are situated near the station and the waiting time, if any, is very short indeed.

  The Complemented staff is 1 RS and 9 LRO/ROs. Lately we seem to be overborne with G's and W's and to complete the cycle we have now been drafted an LRO(T). Is this because we are an HMS instead of being an R.N. W/T Station?

Back to the top
or
Main Index

------------------------------------

6. Hong Kong 1966

HONG KONG IN 1966

HMS Tamar

  The Naval Base (HMS Tamar) now consists of one corner of the old dockyard centred around the tidal basin. The dry dock has been filled in and is now the parade ground which apparently, even nowadays, one cannot do without in a naval establishment. The new naval base with its modern operational and administration block (housing the Commodore-in-Charge Hong Kong and his staff), and modern accommodation block, is perhaps, the most compact and tidy British naval base in the world.

  Communications in Hong Kong consist of the naval CRR in Victoria Barracks, the Joint Services Transmitter Station (a naval agency on Stonecutters Island) and the MSO in HMS Tamar.

  The naval CRR has had a much needed face lift and is now resplendent in formica topped bays and working benches. There is a completely modernised receiver outfit and a general re-organisation of the old bunch of knitting which went under the misnomer of 'wiring'. During this major upheaval the RSOW could be seen sitting under a tent-like contraption (designed to fend off flying debris) and surrounded by teleprinters and receivers, the majority of which were on the deck, but still working, thanks to lots of red flex and ginger string.

  The re-organisation of the MSO and CRR reached a peak of chaos concurrently and the BCO (Lieut. Carter) was noted to be getting more grey each day. However we are now settled in efficient offices fit for human habitation and the BCO is slowly regaining his sanity. It is much to the credit and forbearance of the staff that during the work which went on over a 4 month period no circuits were closed down and not one signal was lost. Joint Communications are very much to the forefront here. Although complete 'jointing-up' has not yet been achieved, much has been done towards this end. All three Services now use the same transmitter station (JSTS Stonecutters) and the reception of all long haul circuits is carried out by the Cable and Wireless receiver station on Mount Butler. As yet the Joint Comcen has not been opened but plans are at an advanced stage and it is hoped will be implemented in the not too distant future. The spirit of co-operation among the three Services is very good, particularly between the WRAC's in the Army Comcen and the staff of the Naval CRR.

  We have had our fair share of visitors during the last few months. These included DNS, FCO & FCA FES. Each one managed to do the rounds of communications in Hong Kong and also managed to fit in some shopping.

  A word of warning to all bachelors. If you want to remain so, don't come to Hong Kong. In the last six months four of the staff, R02(G)'s Smith, Owen, Barrand and Thomas have married.

  We are just about to lose CRS Vincent-Spall and wish him and his wife the very best of luck in the future. CRS(W) Strangeway has now taken the weight.

  During the past 12 months Hong Kong has seen most of the ships of the fleet, who are always welcome. Although we have only a small staff and limited technical facilities we are always pleased to help out any ships in any way within our limited capabilities. Our condolences to ships who have had their visits cancelled at the last moment; better luck next time.

Back to the top
or
Main Index

------------------------------------

7. Mauritius W/T

  I knew it....I just darn well knew it! Clearly I joined the wrong damn Navy.

MAURITIUS W/T

  Fly away in the superb comfort of a pressurized VC10 to a holiday of your dreams. You can stay at Le Chaland, a comfortable hotel in the vicinity of Blue Bay, laze on uncrowded palm-fringed beaches, swim in the translucent waters of peaceful lagoons. Try yachting at Grand Bay. Play golf at the Gymkhana Club. Go horse racing at Champ de Mars. Dine at excellent Continental or Chinese restaurants. WORK in the most up to date, air conditioned, fully automated Comcen. Mauritius is indeed the perfect resort for a family vacation so why not slap in to draftie and come and join us. Waiting time for married quarters (which are situated within the camp) is now about 6 to 9 months but private accommodation near the camp is plentiful. Incidentally, it is the normal procedure these days to come out accompanied and a line to the MAA or the person you are to relieve will bring all the necessary information and assistance your way. Cost of living is much higher than UK but this is offset by an adequate LOA.

  Sportswise we are very fortunate in having some of the best facilities in the island and our swimming pool is very much in demand during the hot months, November to April (which is also the cyclone season. Entertainment is for the most part home grown with a helping hand from the Cinema, Tombola, Dances, etc., and while there is very little entertainment outside the camp we do have an excellent rest centre, "Le Chaland", which is ideal for station leave and weekends at the beach.

  There is a Royal Naval Hospital complete with a maternity ward from which a regular flow of "One in - Two out" takes place; book your bed well in advance!!!

Altogether now .... Cossy wassy do. Jealousy/Envy comes to mind!

Back to the top
or
Main Index

------------------------------------

8. Malta

  Did you pick-up on that the Mediterranean had two 'Rocks', the famous one in Gibraltar, and the slightly less famous one in Malta? In 1966, the "Rock of Malta" was recognised and rewarded, justly so.

MALTA

Miss Lilian Fitt, MBE

  Many officers and ratings in the Communications Branch will remember Miss Fitt who was awarded the MBE in this year's New Year's Honours List. For many years she has been associated with Naval Communications in Malta, having joined the old Malta Comcen on 18th December, 1939. Miss Fitt was originally employed as a cypher operator and now works as a book corrector and as the Administrator of Civilian Employees in Lascaris Comcen. Everyone who has at any time known Miss Fitt will be pleased to know of this Royal recognition of many years of faithful service.

  Miss Fitt recalls with nostalgia her service with many officers of the Communication Branch. The first officer in charge she remembers was Lieut. Commander J. Ennion who in those days was known as the Port Wireless Officer. Since then she has served with Commanders Butler, Parker, Stannard, Wake-Walker and Woolcombe and Lieut. Commanders Anthony, Cox, White and Whiffin.

With a surname like that and she being a spinster; one has to be careful with the name MISS FITT - she was anything but!

  Since we are on to two places in the 'Med with 'rocks', did you know that the 'Med had another set of two places for the same word? It was 'The Gut'. Malta's Gut is either "famous" or "infamous" depending? The other 'gut' is still there, very much so and in still in the dictionary, but the word is rarely if ever used today in that context. The very centre of the Gibraltar Straits is so deep and therefore totally safe for navigation, that it is difficult to sound. For two hundred and fifty years, mariners have steered down the middle and avoided the treacherous near-shore areas of Spain and North Africa which are subjected to vicious tides of 5 mph. Throughout the 18th and 19th centuries, the Royal Navy always called this the 'Gut of Gibraltar' and always lured ships (the Spanish from Algeciras) and Muslim ships from Tangiers from a position of strength in the middle of it. Another 19th/very early 20th century saying was "going up the straits". which is no longer used. Any ship setting out from the UK to be stationed in the Mediterranean (specifically based on Malta) was said to be "going up the straits" - of Gibraltar - using the word like we say we are going up to London irrespective of whether we are bombing down the M1 from the north, or flogging up the A3 from the south.

Back to the top
or
Main Index

------------------------------------

9. Scott of Leydene

  The word incomparable has a profound connotation and in certain circumstances can mean unique. I would only have to mention Captain Scott of the Antarctic and you immediately understand my thread. However, we too (HMS Mercury) had our very own 'Scott of Leydene' and in his field, he was certainly incomparable. His charm, grace, commitment, reverence, pleasant disposition, down to earth persona radiated not just to the personnel of the Signal School, but to Petersfield and to many villages across the Meon Valley. He repeated this package of qualities wherever he went, and after leaving HMS Mercury it was the turn of HMS Sultan at Gosport to benefit from having this man onboard. This was THE incomparable Reverend John Scott R.N.

  This snippet comes from the book 'SIGNAL' by Captain Barrie Kent R.N., deceased.

'Sammy' Woods and Rev. John Scott

  Vice Admiral Alexander Woods, DSO*, known in the navy as 'Sammy', was Fleet Signal Officer to Admiral Jellicoe, C-in-C Grand Fleet. He won his first DSO at Jutland, and the second in command of HMS Topaze in 1917, when he led a landing party to silence Turkish shore batteries at Salif in what is now the Yemen.

  After he retired in 1931, despite suffering greatly from muscular dystrophy, he was ordained and became Assistant Curate at St Paul's Whitechapel, the 'Dockland Church', and Chaplain at the Merchant Seamen's Home in Lemon Street. He was also for a time Honorary Chaplain to the London Division, RNVR.

  In 1934 a young insurance clerk, John Scott, met 'Father' Woods at the Seaman's Mission, and was taught Morse and semaphore by him to qualify for his Scout and Sea Cadet signal badge. Scott was thinking of leaving his office desk and was undecided whether to go to sea or become a priest. 'Combine both vocations' was Woods'advice, 'become a sailor and a naval chaplain.' With Woods' encouragement Scott joined the navy in 1941, started training as an Ordinary Telegraphist, but a few months later had the opportunity to take his final exams for ordination. He became a Chaplain in the Royal Navy, and will be well known to many communicators, as he served for some years at the Signal School, and became Honorary Chaplain to the Royal Naval Communication Chiefs' Association.

  John was the quintessential pastoral carer and never rested, putting himself, and in a very subtle way his calling, into every aspect of Naval life. He didn't sit and wait for Christian folk to come to him or to the Church, but appeared in classrooms, on the sports pitches, in messes, indeed everywhere and was often seen with a pint glass in his hand which as many time as not, he had paid for along with drinks for those nearby. You could talk to John about anything and unsurprisingly, because of his career and experiences, he had a good grasp of life and its ups and downs exuding great wisdom on many topics. In a 30 year career, I never met a "sky pilot" like him and I defy anybody not to admire him and take HIS calling seriously. John received the OBE in the New Years Honours List of 1968.

Another 'sky pilot' with a lovely naval family to be proud of.

REV J. RICHARDSON

ex - Communicator

  Padre Richardson, a descendant of Sir Richard Grenville, has been a member of the RNR since 1932, when he joined as a communication rating. He served throughout the last war as an engineer officer and transferred to the Chaplain branch in 1952. From 1954 to 1958 he served in the RN and then rejoined the Tyne Division RNR.

  Our picture shows Padre Richardson, Vicar of Mitford, Northumberland, after receiving the OBE for his 38 years' service to the RNR and includes his wife and three children, Lieutenant (E) Malcolm Richardson, RNR (26), Ordinary Seaman Paul Richardson, RNR (21) and Wren Christine Richardson (19) who is a driver at RNAS Culdrose.

Back to the top
or
Main Index

------------------------------------

10. Examination for RO2

  In 1968 new rules were issued about the examination for the rate of RO2. Did that affect you?

Back to the top
or
Main Index

------------------------------------

11. First Aircraft Carrier

  Which was the very first ship in the world designed and built as an aircraft carrier? It was HMS HERMES shown here.

  Every other aircraft carrier of every nation before HERMES was a modification of a ship built for other purposes and as often as not, built as a merchant ship.

  HERMES was completed in February 1924 and spent a great deal of time on the China station. In the early years of WW2 she was used in the Atlantic on convoy duties. Also early in the war the French had capitulated to the Germans who directly controlled Northern France. Southern France was controlled by the pro German vichy-French. The vichy-French also controlled the Island of Madagascar which was affecting shipping between The Cape and the Horn of Africa. In 1942, HERMES was sent to Trincomalee in Ceylon to prepare for an all out assault on Madagascar and whilst off Ceylon she was attacked by the Japanese. They deployed fifty aircraft in the attack and no fewer than forty bombs hit the ship which sank her. Two thirds of her ship's company of 900 men were saved but just over 300 died.

  It is of interest that as HERMES was completed in 1924, two months later, the Battlecruiser HMS Glorious was taken in hand to be converted into an aircraft carrier which was completed in 1930. Her story is famous, when in WW2, she detached herself from the main body and started to make her own way back to Scotland. During that lone passage, she was attacked by the Scharnhorst and the Gneisenau and destroyed with a dreadful loss of lives.

Back to the top
or
Main Index

------------------------------------

12. MFRS

COMMCEN WHITEHALL

MESSAGE FILE AND RETRIEVAL SYSTEM - MFRS

  The MFRS is a small-sized, random-access computer which is connected to all the outgoing lines of TARE to record all outgoing messages. It is built by the Standard Telephones and Cable Company, and has recently been accepted into service by the Royal Navy at Commcen Whitehall, where it has been on proving trials for several months. Messages in the MFRS are stored on wide magnetic tape at the normal TARE operating speed of 50 kilobauds; four tapes are operated at any one time on the computer, and sufficient tape is kept for approximately 48 hours use. Stations requiring reruns of traffic from Commcen Whitehall are therefore warned against asking for reruns more than 48 hours old. It is significant that MFRS recording is absolutely faithful; if a message is garbled on entry into TARE, but is clean enough to be routed correctly, the TARE will route the garbled version, and this will be recorded by the MFRS. This is an important point, and underlines the point made in RNSO S36/67 para. 3d, that requests for mutilated or incomplete messages must be directed to the calling station; the MFRS can only provide for ZFX action. Operation of the MFRS is fairly simple, and is achieved in Whitehall by Petty Officer Wrens who form part of the TARE team. The computer is set up and programmed from its own special teleprinter mounted alongside, but all normal signal transactions take place on teleprinter equipment of the normal type sited at the TARE console. The actions required of an operator are few: starting the computer, setting up tapes as others are filled, allocating tapes, logging the contents of tapes, requesting repetitions of messages from the MFRS and finally arranging for transmission of the tape produced from the request.

  The computer is maintained by the same civilian technicians who maintain the TARE; its start programme, however, is carried out by the operator. Starting involves the operator setting up a special tape, and then, by means of digital control keys, selecting the information contained on the tape to condition the ferrite cores which form the permanent 'memory' of the computer and allow the operator to check the settings. Once the computer is correctly programmed, its tape decks are loaded with four tapes, and the first one to be used is allocated by the operator from the local teleprinter; all further tape allocations are made from the machine in TARE. When a tape is nearly full, the MFRS will request a further allocation and at this point, the operator then allocates a new tape. When it is full, MFRS will print out a report showing the contents of the tape by message serial numbers. When the MFRS is set up, the operator tells the computer which numbered day of the week it is, since the instrument is designed to work over a 7-day period. The day number is printed in parentheses alongside the message serial numbers which appear in the tape report to differentiate between similar numbers of different days. To recover a message of which a rerun has been requested, the operator literally asks the computer for it, by typing the message serial number (and day number) followed by a question mark. If the message is not on one of the tapes actually set on, the computer will indicate that it is 'not within range' and the operator then puts on the right tape, having consulted her log to find out on which tape the message is recorded. She then asks again, in the same form, for the message. When the message is contained in a tape which is on the computer, the instrument looks for the message position on the tape which it finds in an index at the end of the tape; having found the position, the computer tells the operator 'OK', positions the tape, and extracts the message at 75 bauds directly on to a reperforator and page copy. The maximum waiting time for a message is 90 seconds, unless the operator has to change tapes, when it may extend to about five minutes. It is worth reiteration that the MFRS can only print what is fed into it from TARE, be it a garbled message or an incomplete one which has been terminated in TARE for some reason, eg, a delay of 40 or more seconds occurring during transmission of a message into TARE, or the TARE itself having terminated a message to allow transmission of a Flash message on the outgoing line.

  After some teething troubles, the MFRS has become a very reliable instrument. It does halt from time to time, however, usually due to faulty tapes or to the operator's having missed a request for a tape change. Restarting takes only a matter of minutes, but the computer is unable to record whilst it is off, of course. The photograph shows PO Wren Pauline Rummery using the programme keys to re-start the computer after one such halt.

Back to the top
or
Main Index

------------------------------------

13. Changes to Comms Training

MAIN CHANGE 1 - SELECTION FOR
SUB-SPECIALISATION EARLIER IN NEW ENTRY TRAINING

  Hitherto, new entries have been selected for sub-specialisation at the end of their training at HMS Mercury. In future, they will be selected at the 22nd week and then devote much of the next 5 weeks to sub-specialist training, the remainder being spent on common skills. The new entry course has been cut by 2 weeks, because of a reduction in 'opposite subjects' instruction, to an overall course length of 27 weeks. Ratings will be drafted to sea on completion of their training as either JR0/R03 (G), (T) or (W). The first ratings trained under this scheme will be joining the fleet by the end of this year.

  The rules for advancement to R02 (G), (T) and (W) remain the same except that there will be changes in the examination. At the time this article was drafted a DCI(RN) announcing the revised able rate examination was under consideration. In essence it will mean that the professional qualifications for advancement to the R02 level will consist of practical skills, certificates of competency and oral examinations in subjects appropriate to a rating's sub-specialisation. Full details of subjects to be included in the examination, standards of knowledge and passing percentages will be contained in the new Communication Training Manual. (See details below.)

  In order to keep ratings prepared for this examination, refresher courses will be held at HMS Mercury, STC Devonport and STC Kranji. The course will be of 2 weeks duration and will include the examination. The dates of these courses will be given in the DCI(RN) announcing the revised examinations and it will be up to ships to arrange direct with HMS Mercury or one of the STCs for their ratings to undergo this course. It is in the interest of R03s to work for, and pass, this examination as soon as they possibly can because failure to pass by the time they are due to be rated R02 will result in a delay in being advanced with subsequent disadvantages.

MAIN CHANGE 2 - ABOLITION OF SUB-SPECIALIST COURSES AND THE INTRODUCTION OF LEADING RATE COURSES

  The last sub-specialist course completed in HMS Mercury in October. All JROs, R03s and R02s selected for sub-specialisation but who have not done the course have been made sub-specialists by the addition of the necessary suffix after their rate.

  This means of course that a number of ratings will not receive any formal sub-specialist training at HMS Mercury until they are selected for a leading rate course. However, with the abolition of sub-specialist courses, ratings will find a better chance to improve their skills at sea because it will no longer be necessary to withdraw them from ships after approximately 6 months in the able rate.

  The first leading rate courses will start in January, 1970. They will be held at HMS Mercury and their duration will be; LRO(G) and (W) - 13 weeks and LRO(T) - 10 weeks. Selection for the course will be done from a roster which, initially, will be created by a points system based on a ratings last dormant merit points. In addition, highly recommended and younger ratings will receive special roster points. Therefore, subject to drafting requirements, the most highly recommended ratings will be given courses ahead of the others. The course roster will eventually revert to a normal basic date system.

  Applications for the Fleet Board examination to qualify for LRO will be accepted up until December 31, 1969. This method of qualifying for LRO will cease once the Fleet Boards for these applicants have been completed. To cater for those who are unable to get a course for some time, the provisional method of examination for LRO will be introduced next year on the same lines as for petty officer. Success will enable a man to be rated ROl, and subsequently A/LRO, but he will be required to complete successfully an LRO (Q) course before he can be confirmed.

  The introduction of the leading rate courses is a result of the shortcomings associated with the Fleet Board method. The failure rate has been high. Investigations have shown that this has resulted from inadequate facilities and time for ratings in ships to prepare themselves. In addition, the Fleet Board method does little to prepare a rating to fulfil the function of a junior supervisor in frigate type ships.

LEADERSHIP TRAINING FOR LEADING RATES

  A good deal of thought has recently been given to the problem of leadership training for leading rates. There are several ways of implementing this essential form of training, and of the numerous possibilities, two emerge as likely methods. One was to set up a leadership training section within HMS Mercury, and the other to make use of those establishments who already conduct this training. A closer look at the suggestion of providing leadership training within Mercury showed that it is not a viable proposition, and one of the reasons is that the only time ratings could do the course would be at the same time as qualifying for the leading rate. This means that ratings, on average, would do the course approximately 18 months before being rated. Clearly there is a disadvantage with this method as it could be quite a long time before they would be able to make use of the training. It has, therefore, been decided to adopt the second method whereby all acting leading rates undergo the course at one of the establishments that provide leadership courses. It will, however, be up to ships and establishments to release ratings as soon as possible after being rated acting leading hand. Full details of these courses can be found in current DCIs.

NEW COMMUNICATION TRAINING MANUAL

  BR 1792, Communication Training Manual has been revised and will be promulgated early in 1970. In its new form as RNCP 15, there are considerable changes and all communication ratings are advised to read it. It is not just a re-write of BR 1792. It will be seen that a number of pages at the beginning of the book are devoted to defining the capabilities of ratings in each sub-specialisation, that is, Job Definitions. What are these job definitions? They lay down all the main requirements for a man to do his job and thus ensure he is taught those things which he actually requires to be able to do.

  This enables a more realistic syllabus to be produced and more time devoted to the essential subjects. It also provides those officers and ratings outside the Branch with a clear picture of the abilities of Communicators. A job definition for each rating of each sub-specialisation has been produced and a close look at these, together with the standards of knowledge tables, will reveal the following two salient points:
  1. R02s(T)and(W):
  Will, in future, learn the procedure aspects of AT either by PCT before being drafted to a shore station or during their leading rate's
  course.
  2. LROs (W), (Q) and RSs (W), (Q):
  Have had the CST content of their courses reduced to the minimum amount necessary to enable them to carry out the duty of the
  senior communication rating in harbour.

MANAGEMENT TRAINING

  Another item which will be included in higher rate courses from January 1, 1970, is 'Management Training'. The LRO (Q) syllabus will include 2 sessions covering the broad principles of management and PO (Q) 6 sessions. The instruction will be given by chief petty officers or petty officers who will have attended courses at Portsmouth School of Management and Work Study. This training is not the same as that given to senior rates during a management PCT. The PCT week is devoted specifically to communication management, whereas the qualifying course content will be the techniques of management in broader terms.

SPECIAL FOR THOSE RATINGS WHO BECOME R02 (G), (T) or (W) WITHOUT ANY FORMAL SPECIALIST TRAINING

  The introduction of the revised training pattern has enabled a number of ratings to become R02 (G), (T) or (W) without any formal specialist training. This point was appreciated and accepted when the scheme was being formulated. However, in the interests of the Service and the ratings themselves, it is important that every effort be made to provide some form of specialist training. It is realised that this may be difficult in some ships and in view of this, signal officers and senior rates are strongly advised to make use of the refresher courses referred to earlier in this article. Although the course has been designed for R03s prior to the examination for R02, any R02 who has not received any specialist training would benefit by it. If any R02 who has not done a specialist course can be spared arrangements should be made for him to do one of these courses either at HMS Mercury, STC Devonport or STC Kranji.

Back to the top
or
Main Index

------------------------------------

14. AMRAD

The Automatic Message Routeing and Distribution equipment (AMRAD)

is a computer which is associated with message Local Delivery Points (LDPs) situated strategically throughout the Ministry of Defence and its satellite buildings. There will be about 85 LDPs. It will also have main trunk connections to the major gateway relay stations and an ability to route traffic over the UK military telegraph network and TELEX.

  Messages will be typed at LDPs by secretarial staff in a special simplified format known as Format D and, when the page copy is seen to be correct, it will be transferred to the AMRAD by a release button. The AMRAD will acknowledge the message by a print-back complete with a filing time added.

  The AMRAD converts the simplified message format to ACP 127 format, substitutes routeing indicators for the message addresses and takes note of the classification and precedence of the messages. The equipment then clears the message on to appropriate circuits according to their precedence and distributes internal copies, again on the simplified message format, in compliance with the Standard Distribution Lists (SDLs) of the Delivery Indicator Group (DIG).

  Incoming messages addressed to MODUK, MODNAVY, MODARMY, MODAIR are converted from ACP 127 format to the simplified message format and are automatically distributed to LDPs according to the SDL of the DIG(s) used. Messages may even be refiled automatically to the UK military telegraph network or semi-automatically to TELEX.

  It is estimated that 75% of the incoming and outgoing traffic at the Ministry of Defence commcen will be handled automatically; the remainder, such as special handling or messages of non-standard format, or those carrying no DIG or the DIG/RTT, will be rejected to manual positions and handled accordingly.

  The importance of selecting the correct DIG is a prime factor of the system, for example; A FLASH 'SUBMISS' message (KAP) if incorrectly allocated the DIG KAO 'SMASHEX' would receive a distribution greatly reduced to that intended for SUBMISS.

  The AMRAD system is also available for the rapid conveyance of inter-branch memos.

Back to the top
or
Main Index

------------------------------------

15. RATT SHIP-SHORE

  A lot of the subjects mention previously are foregin to me because I was a sea-goer and not a shore station wallah, but they must have had an interface somewhere along the line, sending traffic received in RATT (ACP 127 format) from ships at sea into the overall AT system. So, I am going to include a system with which I was 100% familiar whilst the RS/CRS/RCI of HMS Rothesay (F107) Far East, Beira Patrol (Indian Ocean) Mediterranean and UK waters in 1970/71, namely RATT Ship-Shore.

COMMCEN WHITEHALL
UK RATT SHIP-SHORE

by LRO Reynolds

  Communications within the Royal Navy change rapidly for the better as time goes by and RATT ship-shore has not been left behind. For over 2 years I have been working as RATT ship-shore controller/ operator and the methods and equipment have advanced far beyond my wildest dreams. Gone are the old auto-head continuous taped 'Frequency Availability Broadcast (FAB)'; gone the dust covered T/Ps which struggled to receive off-line, and gone too, but not completely, the control from Forest Moor of the aerials which we relied upon so much. In its place, a fully automatic self-contained unit consisting of 4 covered T/Ps. 4 uncovered T/Ps, automatic FAB and aerial selection controlled from Whitehall at the ship-shore bay. What more could anyone want? Just one thing - your CO-OPERATION.

  Our equipment is 1st class; our methods good; our operators good. But nothing will work as it should without your help, whether you are in Capetown, Malta or South America, even if you are only ZBZ2 in Portland we will try, if you will, to clear your traffic, covered or uncovered, from ZBOl to ZBO50.

Frequency Availability Broadcast (FAB)

  The whole crux of RATT ship-shore is centred on the FAB. To work RATT ship-shore the very first thing one must do is to ensure good clear readability of FAB. This is going to be your guide and your aid to the whole process of working. If you cannot hear FAB do not risk it, you are not the only one at sea, and more than likely you will block out some poor chap who has done everything correctly and is busy clearing traffic. Your signal is not cleared until FAB 'rogers' for it and gives you the DTG. This indicates that we have accepted the signal completely, so do not keep sending in the hope that we get your traffic. QRM is a very funny thing and it can cause the text of signals to read completely different from what you have sent so if told to send it again, send it, time is most important - the quicker we get your traffic, the quicker it is onward routed. Once we have received sufficient to cut a clean tape, you will get your 'roger'.

  FAB has many uses but one it will not do is ' answer requests such as one ship asked recently, "INT key card No. being used on HNR today Monday". One must remember that FAB is not online and questions of this nature can have far reaching complications, so please do not ask that kind of question.

  Indefinite callsigns have come in very handy for opting off the air when you make a mistake. But when you make a mistake again please do not hide behind a wall of silence, it does not help you or us and we have our methods of finding out, so do not try it!

  Remember then, together we can do wonders, but to do this we must have your help and your co-operation. Our aerials will find you, and the FAB will tell you just what to do. Not complying with FAB can cause a good deal of confusion and bad tempers, not forgetting the delay and possible loss of signals. FAB is there to help you, to guide you into the swiftest clearance of all your signal traffic - but do not feel the underdog if told to do something by FAB. Do it - and you will find that everything will work out fine. We will always be here, so go on, give us a call.

Back to the top
or
Main Index

------------------------------------

16. DIG

SIGNAL MESSAGE DISTRIBUTION
THE DELIVERY INDICATOR SYSTEM

by Lieut Comdr J. W. Daubney, RN

  The User Requirements and Trials Section (X Section) HMS Mercury is currently working on, among other projects, the preparation of Standard Signal Distribution Lists (SSDLs) for use in ships of frigate classes and above. We have been much helped in this problem by the valuable assistance given by CCY Cooper, CCY Hulse and CY Hartley, who had the task of breaking down the results of trials by HM ships Blake, Bulwark, Naiad, Fife, London, Rothesay and Galatea.

  The object of the exercise is of course to ease ship problems by placing the responsibility for deciding the internal ship distribution upon the originator of the message (who must in any case nominate the DIG). That this should be done is very obvious, reducing the training time, cutting down errors in distribution and. of great importance, preparing the way for future automation of signal distribution methods.

  The trial ships prepared their own distribution lists for internal usage (ie, signals were allocated a standard distribution by DIG). Without doubt ships found some difficulty in carrying out these trials, but from the subsequent comparisons it is considered that the results were very worth while. These comparisons showed strong similarity between ship distribution lists, and where differences existed they arose from (as might be expected):

  a. allocation of duties to officers varying ship by ship.
  b. ships having different methods of applying the Internal Distribution Indicators despite the usage, fairly widely, of a common
  indicator system, ie, SIDIS.

  Results were so encouraging however that it has been decided that it is possible to prepare Standard Distribution Lists to ensure conformity as far as possible between ships of different classes. Ultimately, of course, this will ensure compatibilities between originators and addressees both ashore and afloat. This standard system must be based on the SIDIS, with the reservation that SIDIS requires expansion to cover all ship requirements. In this manner, the system is based upon Departments and Offices (which are unchanging), rather than on Officers and Allocation of Duties (which differ from ship to ship).

  If therefore we apply the SIDIS there is no reason why distributions should vary from ship to ship. The problems now are of course:

  c. SIDIS requires to be amplified to include all major offices in ships.
  d. A 'central' authority is required to state the distribution, to departments and/or offices for each DIG.
  c. Ones these Standard Distribution Lists have been completed, ships will require to produce the interface (Ships Distribution Guide)
  between SIDIS, and a list of ships' officers.

  X Section is therefore doing c and d above now in your ship all you will have to do (in due course) is c above, following which we hope that many of our present knotty distribution problems will disappear. At any rate we must all become used to the idea of distribution to departments / offices and of course making these the Action authority.

Any Constructive Ideas?

  We are in the meantime pressing on with the preparation of these Standard Lists. If anyone has any constructive ideas on this subject we shall be very pleased to have them at any time. A note to me addressed to User Requirements and Trials Section, HMS Mercury, East Meon, Petersfield, Hants will suffice.

Back to the top
or
Main Index

------------------------------------

17. Buntings of the future.

Boys' at a very young age of 7, that's eight years before they were taken by R.N., schools/establishments. These are possibly R.N., buntings of the future?

Back to the top
or
Main Index

------------------------------------

18. MRIT'S

  Can your remember MRIT'S?

  You can't.......well that is good to hear, because they really were a pain in the butt for all involved. I hated them so much and would have willingly served an extra few weeks on board in the tropics rather than to have to go through this routine. Briefly, the ship would communicate, using all equipments, and monitoring teams would assess the amounts of interference within the ship on other equipments. For example, by keying TX 1 on an F1/850 circuit, did the forward 4.5" Gun swivel to port and then elevate to skywards, and worst still, did it fire a round of HE? The event took 'years' - or so it seemed - to make sure that all events marked as recordable serials, got the magic 'tick'.....or not! MRIT stood for Mutual Radio Interference Trials, and in my ship, increasing the output power on TX 1 to 600w PEP, resulted in the best browned toast ever seen in the junior rates dining hall. Enough of that.

Back to the top
or
Main Index

------------------------------------

19. HMS Bristol

  In my garage block I have a naval museum which also sports a pool table and a dart board. The centre piece of my Museum is a fine big cased model of HMS Bristol as first built, with all her original weapons and shows a Wasp helicopter on her after flight deck. The following brief and interesting article comes from The Communicator Magazine of Winter 1972 and was written by Mike Emmett, a Long Course (C) officer and at one time my boss in HMS Mercury's New Entry Division (Kelly Squadron) when he, as a Lieutenant Commander, was K1 and I was a FCRS as K6, Divisional Officer for the Norfolk Division.

HMS BRISTOL - IN A CLASS OF HER OWN

by Lieut F. M. Emmett

  HMS Bristol, the first of the originally planned eight Type 82 destroyers, is due to arrive in Portsmouth on December 17.

  With the phasing out of the aircraft carriers from the Royal Navy, Bristol will be the only type 82 to be built. Although smaller in physical size than the DLGs 01 to 08, HMS Bristol is almost 1,000 tons heavier than the previous class but has a reduced number of ship's company. The ship is powered by two steam turbines for normal steaming and is fitted with two Olympus gas turbines to provide additional boost for high speeds or for leaving harbour in emergencies. The four power units give the ship a maximum speed in excess of 30 knots. HMS Bristol's role after trials will be to provide command facilities and area defence for a task force.

  At first sight the ship appears to be underarmed for her size until one realises that her fire power is comparable to a World War II cruiser but much more effective. The main armament is Seadart. the replacement missile for Seaslug, with supersonic speed, range and manoeuvrability to cope with any airborne threat. The Seadart can also be used effectively against surface targets.

  The gun armament is the new 4.5 inch single barrel, automatic mounting, and the gun house remains unmanned throughout shoots.

  The main ASW weapon is Ikara, the Australian designed radio controlled missile that delivers a homing torpedo to submarines detected by the ship's own sonars or those of her consorts. The conventional twin triple-barrelled mortar is also fitted.

  The ship has a helicopter landing deck to take a Wasp helicopter but is not fitted with a hangar, consequently the ship will not carry her own helicopter.

  The ship's sensors provide basic data required by the heart of the system, two Ferranti micro miniaturised computers. The ship's inertial navigational system (SINS) continuously informs the computers of the ship's geographical position, course and speed. These inputs enable the computers to provide an up to date visual presentation in picture and writing form. To achieve the quick reaction times required in modern warfare all the weapon systems are fully automatic.

  Conventional plotting tables are not to be found on HMS Bristol, in fact the only use of the chinagraph pencil in the Ops Room will be to make up stateboards. Amongst many other things the computer provides the answers to relative velocity problems, and CPAs in micro seconds, it will also draw the screen sectors on the plot just as quickly if asked to.

  The Communication Branch has not been forgotten and the MCO complex is the most modern to go into any warship. All the communication compartments lead off the MCO and the C & M desk is sited in the MCO. Communication ratings will not be seen travelling around the ship to check equipments in various offices. Bristol is the first ship to be fitted with ICS 2 to provide MF/HF communications; conventional 692s provide UHF communications.

  The first commission of HMS Bristol, until the first refit in 1975, will be mainly taken up conducting trials on the computers and weapon systems and proving the system in preparation for the type 42 destroyers.

  The staff consists of 30 Communicators; the large majority of whom will join the ship in Portsmouth on December 17. The 'G' department is led by FCRS Bradley and RS Wheeler. The 'T' department is led by CCY Barrie.

  I apologise that this first article from HMS Bristol has not been communications slanted, but hope that it has been of interest.

Back to the top
or
Main Index

------------------------------------

20. HMS SIMBANG

  The Royal Marine barracks at Sembawang, a few miles from Singpore, will be completed in October after modifications and adaptations which have extended over the past six years. The barracks will be the home of 42 Commando, under Lieutenant-Colonel E.G.D. Pounds, and 40 Commando, under Lieutenant-Colonel T.D. Morgan, while at the same time providing headquarters for 3 Brigade, Royal Marines.

  Sembawang was originally intended for two bomber squadrons of the R.A.F., having been carved out of a rubber estate in 1937. Two years later it was transferred to the Admiralty, which had plans to convert it into a big naval aircraft repair yard to support a projected Far East Fleet with up to four Fleet carriers.

  Other plans for its use have been considered and rejected since the Second World War, and during the recent operations in North Borneo the station has been the main repair base for helicopters used in a wide variety of operational duties over the jungle. Last year there were well over 10,000 landings there.

Back to the top
or
Main Index

------------------------------------

21. Resignation

  Looks terribly simple to me, but then again, only a simpleton would have endorsed such an idiotic thing like Watergate. Just one more politician and as is often the case, hoisted by his own petard! Why is he here on this page which is supposed to be about British maritime things? Well, being the President of the richest country on earth with almost limitless involvement in maintaining the peace of the world with its bottomless pit of materiel that none other could possibly match or fund, he was automatically the mainstay of NATO and the driver/controller of the Cold War. As such, explicitly, he was the C-in-C of the US armed forces and also implicitly the C-in-C of NATO's armed forces - that's where the R.N., comes in! History tells us that in that Capacity which was passed down from General Dwight. D. Eisenhower to subsequent Presidents, the job not only involved watching the declared enemy the WARSAW PACT, but also an enemy brought on by a 'fit of pique', namely the French under De Gaulle. At the formation of NATO in 1949, the American President and the British Prime Minister, respectively Harry Truman and Clement Atlee were NATURALLY good and very close friends given the terrible war years which had almost wrecked the civilised world, as the chief protagonists and outright victors of WW2. France was shut out. Here I will reminisce about my time of living and working in Canada supplying the RCN with a submarine service in the period 1963-64, accompanied by my dear wife and our first born in Halifax Infirmary. I remember well the gerrymandering in the Province of Quebec seeking an ever closer relationship with France which resulted in De Gaulle visiting the province to help stir up discontent. One of the Halifax newspapers (if I remember correctly although it could have been one of several Nova Scotia' papers) wrote an article on the following lines, note not a quote! The French were a three parts to one part disgusting nation throughout WW2. First off their capitulation without one shot being fired or one bomb being dropped on Paris, actually led to the execution of millions of Russians for by so doing, the German high command were able to release its armies to prosecute the war against Russia leaving the Germans to fraternise with the French who were pleased not to have fought. As you will read in a moment (Dean Rusk's comment to De Gaulle) the French were quite willing for others to die for their country but they themselves preferred not to do so by and large. Next of the the three to one issues which stained the French irreversibly, was the creation of the Vichy French in the south of the country, hardened politicians and armies kowtowing to and acting as Nazi organisations to subjugate millions of decent but hapless French civilians: Frenchmen again doing the dirty deeds releasing born evil Germans to do other sub-human and murderous acts of unspeakable atrocities.

  Finally, to the last of the three was the unbelievable arrogance of De Gualle, pampered and well hidden under the skirts of the British in London throughout the war. Whilst undoubtedly he marshaled, directed and organised the Free French Forces with one hundred percent British support, he himself was not in harms way, and yet, on returning to Paris on the declaration of peace he wanted (and got) centre stage in the victory march down the Avenue des Champs-Elysees as though he were a hero: indeed the French thought he was. Moreover, his long harboured envy/hatred of the British nation grossly soured all that followed until his death in November 1970. Apart from what follows, there were very few French heroes!

  Now to the meritorious French, the one decent and credible French opposition to the German butchers, and here they abound in their many thousands. They take the platform flying the banner of the Free French Armed Forces, navy army and air force, the proverbial and much adulated French Resistance supported by the mega bravery of the British SOE, all of whom fought and sacrificed themselves in the Allied cause, without them being overtly known to us, sadly, and as such kept and maintained a low profile whilst other Frenchmen used the war to "swan" around the boulevards during the day, and the theatres and brothels during the nights, whilst other Europeans died and suffered at the hands of their chosen friends, the jack-boot krauts.

  Come the mid 1950's (1958) when the US/British bond was at its strongest over the NATO alliance, with Eisenhower and McMillian in command, De Gaulle who couldn't lick the boots of either of these leaders, wanted a piece of the action for France on a parity basis - now that is arrogance personified. Both the US and the Brits didn't think so, based on the French WW2 record, and sent him packing. He threw his toy's out of his pram rather like France had for the most part ducked their WW2 duties (that's the first three parts listed above) but CERTAINLY NOT this last part, which led to him taking France out of the NATO Alliance.

  President Nixon's input into this page is now complete. He left office by evil intent which is unforgiveable, but his successor inherited the problem of which of the two enemies pre-occupy his/their time, the French or the Russians. Given the Russian performance in WW2, I know who I would want as a neighbour/bed-fellow!

  Fortunately De Gaulle died in 1970, a European declared persona non grata by many, but left France outside the military wing of NATO. It wasn't until many years later that the French realised their ridicule, yes ridicule needed a rescue and way-out , when the nation suddenly found a President of France who could salvage the utter contempt for that nation, in terms of corporate defence as opposed to self defence. His name was Sarkozy, and he pulled out all the stops to right the wrongs of De Gaulle, in effect, in 2009, bringing France for the first time since 1959 (some 50 years outside the NATO military family) back into the NATO family: they are also keeping their own nuclear arm set up in the intrim. Sarkozy brought much controversy upon himself mainly based around his choice of wife and his love-life exploits, but that aside, he did drag France back into the NATO pact, so he wasn't all bad.

  My mind now wanders to a new French President Hollande (living in the shadow of the German Chancellor Angela Merkel) who has more or less no option but to continue what President Sarkozy left off, that is to commit totally to a France with full integration into the NATO Military Wing. He appears to have addressed this national commitment with a new and long overdue French guilt, namely that "we non-Frenchmen" died for the sake of the French, and now he has taken to dishing out honours (L??gion d'Honneur) to reward British, American and our main allies for their sacrifices: nice and thanks, but a little overdue. Added to this is the almost unbelievable union between the defence organisation of the UK and the French, specifically the joint operation of the warships of both nations, which do not and cannot auger well for the defence of either or both nations. As such it is a political ploy to strengthen NATO, which, compared to the days of my navy, will of course work, but having half the crew of our new carriers Brits and other French, will it work as well as a Brit ship with a totally Brit crew? I have my doubts! Indeed we are the weaker and more vulnerable because of this union, but note, Cameron is already suggesting that by leaving the EU, the UK would be weaker militarily, claiming that without the French connection, our chances of self protection and security outside the European Union would be bleak. Surely this is not only a gross travesty, but a slight upon our ability as a fighting nation, currently protecting ourselves as well as over seventy percent of the EU, a group of wishy-washy countries without a credible defence policy or the wherewithal (or desire) to support it. Come on Dave, we are not idiots, and had your government and others before you spent an adequate amount on defence, we would have enough sailors to man these ships without asking other nations to help out - how bloody embarrassing? Moreover, wasn't one of the advantages of these new ships (of all types - 45's included etc) that the required crews wouldn't be that much greater than what was required to man the now defunct through-deck cruisers, Ark Royal, Illustrious and Invincible?

  When TOLD in the 50's by De Gaulle to rid his country of all NATO military (personnel and materiel), Dean Rusk, the US Secretary of State, asked whether that included all the graves of US Servicemen, ergo, those many more of the British and Commonwealth dead? De Gaulle, that most egotistical of all WW2 leaders except for that comic and ineffectual clown Mussolini, was said to be speechless but maintained his aloof, non-combatant pose of I know all and yet he knew NOTHING, and moreover did absolutely NOTHING. That reminds me of a silly joke/revelation about the French. An old man arrives in France on holiday recently bereaved wanting only to escape his loss and to hide behind his memories of WW2. He is unsure, bewildered, anxious, and somewhat confused, when he is confronted by an arrogant Frenchman wanting to see his paper-work and travel documents. The old man dithers and fails to answer routine and perfectly clear questions as to the reasons for his visit, close to tears of bereavement at all times. "Have you been to France before, and are you aware of the rules and restrictions?" "Yes" he says, "then why are you hesitant and confused about our entry requirements?". "Well" he states, "the last time I came here there were no French people, and all the shouting and balling was done by others, with English speaking men giving orders, and German's begging mercy crying out, Bitte helfen Ich habe geschossen worden".

Back to the top
or
Main Index

------------------------------------

22. Fire knocks Carrier Out

FIRE KNOCKS CARRIER OUT OF EXERCISE

  Singapore - Thurs - Because of a fire in one of her boiler rooms, H.M.S. Ark Royal now in Singapore, will not take part in "Exercise Warrior", scheduled to take place off the east coast of Australia this month.

  Nor will the aircraft carrier be able to visit Sydney as planned on completion of the exercise.

Back to the top
or
Main Index

------------------------------------

23. No Navy pull-out

NO NAVY PULL OUT FROM SINGAPORE

by Chia Poteik

  Singapore, Tues. - There is to be no withdrawal of British naval forces from Singapore in the forseeable future. This was announced here today by Britain's Minister of Defence for the Royal Navy.

   How wrong and misinformed can one be? On 18 July 1967, the British announced its plans to withdraw its troops from Singapore by the mid-1970s. Six months later, the deadline was brought forward to 1971 due to economic problems arising from the devaluation of the pound sterling. The news came as a shock to Singapore because Britain had earlier given their assurance that the pullout would be carried out in stages. As a compromise, the British agreed to extend its deadline for its withdrawal from March to December 1971. The sudden pullout of British forces presented serious problems to Singapore's defence and economic security. At the time, the Singapore Armed Forces was in its infancy, and Singapore's relationship with Malaysia remained tenuous after its separation in 1965. On the economic front, the military bases were contributing over 20 percent of Singapore's gross national product; additionally, it was projected that at least 20,000 people in Singapore would be rendered jobless by 1971 as a result of the British withdrawal. To counter these problems, Singapore embarked on a rapid industralisation programme, tightened labour laws to attract foreign investments, and beefed up its defence through military cooperation with other countries and tripled its military spending. By the deadline, Singapore had achieved strong economic growth and nearly full employment. By October 1971, most of the British troops had moved out of Singapore, leaving a token number behind. It would be another five years before the last of the British troops leave Singapore.

Back to the top
or
Main Index

------------------------------------

24. A Naval Story

A Naval Story - only half told

  Imagine a very busy Waterloo Station in the evening rush hour with everybody 'fighting' to get home? Then, all of a sudden a passenger falls to the floor with a heart attack and subsequently dies. This was the scene on the evening of the 14th April 1970 and the man who died was a former R.N., Communicator (Long Course - 1943 Second Course of that year) - and was the Best Man at The Queens Wedding in 1947 being a best friend of Prince Philip. He was the Marquess of Milford Haven OBE, DSC, CEng, Lieutenant R.N., Rtd and he was just 50 years of age. He left the navy in 1948.

  A picture is always worth a thousand words, so here is a family tree so that you can follow the story properly.

  At his funeral in September 1979, the TV Company televising the funeral procession, overlaid the video with a sound track in which Lord Louis told of his career and his achievements. In this audio presentation, Lord Louis mentions "his much more brilliant elder brother George as a naval officer" and demeaned himself into a subordinate position. His brother George was renown for his brilliant mind and abilities and he was an accomplished mathematician. He was a Captain R.N., a gunnery officer, who tragically died from Cancer of the Bone when aged 45 in 1938. This is an early picture of him.

This is the wedding photograph in 1947

and this is a close up of George 3rd Marquess of Milford Haven, the best man.

  George was educated at Dartmouth and HM Signal School Leydene. He served in destroyers in WW2 and in 1942 was awarded the OBE for his "coolness, leadership and courage" in taking the destroyer KANDAHAR through a minefield to the rescue of the cruiser NEPTUNE. In the following year, he received the DSC for valour in Malta convoy operations and was also mentioned in dispatches. He was the Flotilla Signal Officer in HMS QUILLAM, Staff Signal Officer to Admiral Commanding Carriers British Pacific Fleet and as Air Signal Officer.

  At the Royal Wedding of 1947, the groom had his uncle, Lord Mountbatten as a mentor, and Lord Mountbatten's nephew was the best man.

Back to the top
or
Main Index

------------------------------------

25. Blazer Badge

  Another old buddy of mine, Lofty Henley (were we Chief RCI's together in the Technical Division of HMS Mercury) unbeknown to me, in 1966, designed this badge for the Branch as a whole.

  I am not too sure 'cos I much prefer our 'old' badge - sorry bunts: it is just a tad biased that I will agree.

Back to the top
or
Main Index

------------------------------------

26. NGS

Naval Gunfire Support

taken from the Communicator Magazine

  The telegraphist branch always formed and controlled the NGS (Naval Gunfire Support) system in the ship, communicating with naval telegraphists ashore. The procedure was that friendly forces ashore (usually soldiers and marines but as easily, airmen, with the RN telegraphists attached) when up against strong entrenched enemy positions, could call upon warships patrolling just off the coast, for heavy gunfire support. The coordinates of the enemy position were signalled to the ship, and the ship opened fire with a couple of shots. The fall of shot was critically important for the success of the mission, and the forces ashore, established as a FOP (Forward Observation Post) could see that fall/burst. They passed the aiming corrections (altitude (range) and bearing) back to the ship and the ship pummelled the target as advised by the FOP, until it was destroyed.

Back to the top
or
Main Index

------------------------------------

27. Hong Kong Helpers

  This is a lovely and uplifting story again from the Communicator Magazine of the early 1970's. It requires no introduction or explanation from me, other than to say BZ to these kindly sailors.

Hong Kong Helpers

Back to the top
or
Main Index

------------------------------------

28. The ROSM

  Although I had left the submarine service when they introduced the system called 'Radio Operator Submarine' into the Communications Branch, I was around and aware that things were going badly in the early days. Basically, they combined three existing branches into one branch and this affected the EW, the RO and the RP branches. Each would learn enough about each separate function to be able to be drafted as a competent operator into a ROSM complement billet in an operational running boat. There was a provision which recognised the difficulty many RP's would have with acquiring the necessary Morse Code speeds/accuracy, and so told RP ratings that they were under no obligation to join the ROSM branch and that they could finish their time in the navy as an RP (Radar Plot) but also a seaman. The ROSM branch, in this case, RO's and EW's would not be taught seamanship and the ROSM branch was a Communications sub-branch and not a seaman branch, sub or otherwise. Surprise, surprise, 99% of RP's stayed as RP's, and those that did change over to the ROSM branch found themselves still as RP's and thus as seamen, when it suited the Coxswain, the Second Coxswain (known as the 'scratcher') and the boats' officers. Since the RO's and EW's had never been seamen there was no temptation to use them for seamen duties.

  The first part of this PDF covers the difficulties such a new branch was to cause and the second part is a comment on the ROSM by the (FOSM) Flag Officer Submarines now called (RASM) Rear Admiral Submarines.

The ROSM

Back to the top
or
Main Index

------------------------------------

29. Remember this building

  The place: HMS Mercury....The area: somewhere on the Broadwalk.....the Time:.....built early on in the camp's history but survived for a long time. What was it?

Well remembered if you guessed the RNARS Shack

Back to the top
or
Main Index

------------------------------------

30. Boys Training

  In Victorian times, dating from the 1860 period, naval boys were taught flags and signalling as part of their basic training. This very interesting file, taken from the 5th Syllabus or 5th Instruction of the Boys Training Manual, shows a whacky way of learning the Morse Code and some excellent flags and flag hoists. Two spell out well known naval names and one spells out a well known naval expression.

  

  The complete syllabus (instruction) can be found here Boys Training Fifth Instruction

Back to the top
or
Main Index