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Operational History

Hobart arrived in Tasmania on 1 September, 1966, after being built and Commissioned in Boston in the United States of America on 18 December 1965. On 22 December1966, Prime Minister Harold Holt announced that Hobart would deploy to Vietnam. Hobart served as plane guard for carriers on Yankee Station in the Tonkin Gulf, participated in Sea Dragon and Market Time operations, patrolled on search and rescue duties and carried out gunfire support missions during the conflict.

On June 17, 1968 (the 2nd Tour) while on the gun line with Yankee Station, off the coast of North Vietnam, Hobart was struck by three Sparrow missiles fired from a USAF 7^th Air Force aircraft (one of the three missiles failed to explode). Two crewmen were killed and seven injured. HMAS Hobart, in company with the heavy cruiser USS Boston (CAG-1), had been in the vicinity of two US Navy Swift Boats (PCF-12 & PCF-19) that were under attack by North Vietnamese Helicopters on 16 June 1968. The initially "unidentified hovering aircraft" had sunk PCF-19, and PCF-12 had been involved with a 2 hour running gun battle with other hovering aircraft. When US jet aircraft arrived on the scene, hours later, the enemy aircraft had departed, and the US jets attacked the Boston and Hobart. The USS Boston suffered no casualties, and was only slightly damaged in the attack. Due possibly to both attacks occurring around the hours of midnight, and the enemy's unprecedented use of hovering aircraft (helicopters) to attack allied forces during the war, the two events had somehow been combined into one action, with the concluding official report stating "Fractricide." [3]

In all, Hobart served three tours of duty, and was awarded the United States Navy Unit Commendation for the 1st in Vietnam.

In 1968, Hobart was fitted with the Ikara Anti Submarine Missile system. She completed a major modernisation at Garden Island Dockyard in April 1978, including updating the Tartar Guided Missile Fire Control System and radars. The Ikara was removed in 1991 and the ship was fitted for the 20 mm Mk 15 Vulcan Phalanx Close-In Weapons System (CIWS).

External links

A detailed account of the 17 June action

Dive the ex HMAS Hobart website

MaritimeQuest HMAS Hobart D-39

http://en.wikipedia.org/wiki/Perth_class_destroyer

History of the Australian White Ensign
(By J.H. Straczek)

On the morning of the 1 March 1967 the Australian National Line cargo ship BOONAROO was commissioned into the Royal Australian Navy for war service. This event in itself is not unusual as merchant ships have been requisitioned by navies for centuries. What made this particular commissioning noteworthy is that BOONAROO was the first vessel to be commissioned under a distinctly Australian White Ensign.

Prior to the establishment of the Royal Australian Navy the Australian colonial navies had flow uniquely Australian ensigns. This was a Blue ensign defaced by the badge of the individual colony.

During the 1909 Imperial Conference the question of what ensign the dominion navies would fly was first raised. The representatives from Australia and Canada proposed that the ensign should be a white ensign defaced by the emblem of the particular dominion. No decision was reached on this matter.

In August 1910 the Admiralty raised the issue concerning the status of dominion warships and proposed that they should fly the white ensign. Shortly after this the Parramatta City Council sought advice as to the flag to be worn by PARRAMATTA as they wished to present her with one. They were informed that PARRAMATTA would fly the Australian Blue Ensign on her arrival in Australia and until the matter of an ensign had been resolved with the Admiralty.

Australian opinion favoured a uniquely Australian ensign but the Admiralty continued to resist and insisted that the Dominion Navies use the white ensign. The Admiralty eventually won out and the ships of the newly formed Royal Australian Navy flew the white ensign. Here the matter rested until 1965.

On 28 October 1965 the Member for Batman, Mr. SJ Benson MP, whilst speaking on the Naval Estimates argued that Australia should have its own, distinctive white ensign. His point was that Australian ships were engaged in a war flying the ensign of another country. The Minister for the Navy informed the House, on the same day, that the Navy was already looking at possible variants of the white ensign which would carry a distinctly Australian appearance.

The Chief of Naval Staff subsequently sought the views of other members of the Naval Board and his senior officers. Following this consultation the matter was considered by the Naval Board on 21 January 1966. The Board decided to recommend to the Government "that the Royal Australian Navy should have its own unique white ensign". The ensign was described as being a "white flag with the Union Flag in the upper canton at the hoist with six blue stars positioned as in the Australian flag".

The Minister for the Navy, Mr. F Chaney MP, informed the Prime Minister of the Naval Board's decision and the formal approval of Her Majesty Queen Elizabeth II was requested. Royal assent to the new ensign was granted on 7 November 1966.

The formal announcement of the new ensign was made by the Prime Minister on 23 December 1966. Originally it was intended to introduce the new ensign on the 1 May 1967 but this was subsequently amended to 1 March 1967.

This work is copyright. You may download, display, print and reproduce this material in unaltered form only (retaining this notice) for your personal, non-commercial use or use within your organisation. All other rights are reserved.

The first time the White Ensign saw action was on Hobart’s first deployment. Because the Vietnam issue was and remains a “conflict”, Hobart cannot claim it was the first to have flown the White Ensign in a “war” environment – oh, the vagaries of political correctness.

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NEWSLETTER OF THE SEA POWER CENTRE AUSTRALIA - ISSUE 18, NOVEMBER 2005

NAVAL INGENUITY: A CASE STUDY

Throughout history, seafarers have had to consistently use their ingenuity to improvise, adapt and overcome in the face of adversity. The very nature of ships is such that when they sail and the 'umbilical cord' connecting them to shore infrastructure is cut, they become dependant upon their own provisions and resources. Notwithstanding the technological advantages enjoyed today by mariners the world over, this truism remains.
It was certainly the case in January 1979 when the Perth Class Guided Missile Destroyer (DDG) HMAS Hobart closed up at 'flying stations', and in a world first prepared to land a helicopter onboard a hastily constructed helicopter pad situated on her quarterdeck. The story of this historic event is but one example of the type of initiative and resourcefulness displayed by officers and sailors serving in the Royal Australian Navy (RAN). It remains a fine example of naval ingenuity.
On 4 January 1979, Hobart, under the command of Captain P. G. N. Kennedy, RAN, was berthed outboard of the destroyer tender HMAS Stalwart in Sydney, undergoing an Assisted Maintenance Period. With much of her machinery and vital equipment in pieces, and with many of her crew still absent on Christmas leave, the possibility of sailing within 24 hours seemed remote. However, when orders were received to standby to sail for an urgent medical evacuation task at Macquarie Island in the Southern Ocean, the ship responded to the first of a series of obstacles that were to be encountered throughout the mission.
As further details of the tasking were received, the full extent of Hobart's mercy mission became apparent. It was learned that Mr. Roger J. Barker, a biologist working as part of Australia's Antarctic Expedition on Macquarie Island, had fallen 200 feet down a cliff face while studying bird life, and that he had sustained extensive spinal and leg injuries. Although he had been recovered from the scene of the accident and was receiving first aid, it was clear that he required urgent specialist medical treatment and that he would need to be evacuated to the nearest hospital, some 900 miles to the north-west in Hobart, Tasmania. Hobart was consequently briefed to make preparations to steam south with all dispatch and evacuate Mr. Barker from Macquarie Island to Tasmania.
The first of the obstacles that Hobart's command faced was to bring the destroyer to a state of immediate readiness for sea and the second challenge was to assemble a crew. A number of essential Hobart personnel were recalled from their leave, while other RAN vessels alongside Garden Island and several shore establishments contributed members of their duty watches to complement her depleted ship's company. A further obstacle was to restore vital machinery to working condition. As this work went on Hobart fuelled throughout the afternoon and evening of 4 January at which time Headquarters. With final preparations continuing throughout the morning of 5 January, Hobart sailed from Sydney at 1500, on one boiler and short 100 men from her usual complement of 333. As she made her way through Sydney Heads the second of her four boilers was brought on-line with the remaining two being flashed up off Jervis Bay and Gabo Island respectively. With full power now available, Hobart proceeded with dispatch on the 1340 mile mercy dash to Macquarie Island.
In the meantime, the antarctic support vessel MV Thala Dan was only twelve hours steaming from the port of Hobart. The Thala Dan was directed to put into Hobart, disembark her passengers and take on a helicopter chartered by the Antarctic Division to assist in the rescue.
The following day, Hobart established direct communications with Macquarie Island and a full medical update on Mr. Barker's condition was received. Having fallen from the cliff face, Mr. Barker had spent four agonising hours lying on his stomach trying to stop skuas from pecking at his injuries before he was rescued. (HYPERLINK \l "FN1"footnote 1) Grave concerns were held for his well being and it was unclear what the best method of transferring him to Hobart would be, in light of deteriorating weather conditions at Macquarie Island.
On Sunday 7 January a three way communications link was established between Hobart, the Thala Dan, and the Macquarie Island base. Transfer options were discussed with the pilot of Thala Dan's small utility helicopter, Nigel Osborn who, as luck would have it, was an ex-Royal Navy pilot. It was agreed that a makeshift helicopter pad should be constructed onboard Hobart to enable transfer of the patient by air in the event that weather conditions at Macquarie Island were unsuitable for a boat transfer.
Throughout the day, Hobart found herself in rapidly deteriorating weather, with a fifteen foot swell running and the wind registering a constant force seven (28-33 knots). A number of her crew, particularly those who had been seconded for the voyage and who were not accustomed to the pitching and rolling of a DDG, experienced great discomfort as the ship steamed steadily south. In spite of this, the destroyer's shipwrights, engineers and seamen commenced work on the construction of the helicopter pad on the port side of Hobart's quarterdeck, using only the material and expertise available onboard. By the end of the day they had skillfully assembled a stout platform and were reasonably confident that it would be capable of receiving Thala Dan's helicopter should the need arise.
At 0515 on Monday 8 January, Macquarie Island was raised on radar and shortly afterwards Hobart altered her course to pass between the Judges and Clerk Islands as she proceeded to rendezvous with Thala Dan in Buckles Bay. On arrival in Buckles Bay at 0854, Hobart anchored two and a half cables to seaward of Thala Dan where an immediate assessment was made on how best to transfer the injured scientist. Hobart was rolling up to 12 degrees with the wind gusting between 30 and 35 knots, while the choppy sea state was estimated to be between three and four feet in height. Notwithstanding the shelter offered within the bay, it was obvious that it would be much too hazardous to attempt a boat transfer and risk further injury to the patient in such conditions. Thus the decision was made to transfer the patient using Thala Dan's helicopter.
Within half an hour Hobart was closed up at 'flying stations' and Thala Dan's helicopter was called in to attempt a trial landing on the recently constructed helipad. The landing was timed to avoid periods of excessive rolling and at 0930 the helicopter landed safely on board the makeshift structure. With the trial complete attention now turned to the medical evacuation of Mr. Barker, which began at 1002 following the passing of a heavy rain squall. Again the helicopter was called in and the transfer was successfully completed in approximately 60 seconds. (HYPERLINK \l "FN2"footnote 2) With the patient and an Antarctic Division medical officer safely on board Hobart, the helicopter returned to Thala Dan with the distinction of being the first aircraft to land on board a Perth class DDG.
Hobart weighed anchor without delay and once clear of the island set course at best speed for the 900-mile voyage to Hobart. Mr. Barker handled the rough sea conditions well throughout Monday 8 January and the forenoon of the following day; however, concern over a deterioration in his condition necessitated an increase in speed in spite of the weather. The Derwent River was entered at 2340 on Tuesday 9 January and Hobart berthed alongside Macquarie Wharf at 0115 on Wednesday morning, completing the journey in a record 39 hours. Shortly after berthing, Mr. Barker was transferred to a waiting ambulance and taken to the Royal Hobart Hospital.
Throughout the transit from Macquarie Island to Hobart, it was reported that the injured Roger Barker displayed great courage and remained composed in spite of his terrible injuries. He underwent emergency surgery on arrival in hospital at Hobart, which sadly resulted in the amputation of his left leg. It was with deep regret that the crew of Hobart later learned that he lost his fight for life when he succumbed to his injuries in Melbourne on 8 February 1979. (HYPERLINK \l "FN3"footnote 3) As a tribute to Roger Barker, the Barker Channel in the Vestford Hills region of Australian Antarctic Territory was subsequently named in his honour.(HYPERLINK \l "FN4"footnote 4)
Hobart's mercy dash in 1979 typifies both the character and compassion of the Australian sailor. Her 'scratch' crew's willingness to put service before self to assist someone in great need, coupled with their ability to improvise in the face of adversity continues to serve as a fine example of naval ingenuity.

Thala Dan's helicopter on the make-shift helipad onboard HMAS Hobart

Operational History

Fate

See also

External links