After the Savo Island action the Australian Government was offered HMS Shropshire as a replacement for Canberra. This magnificent offer from the British Government created immediate conjecture amongst most shore based officers and men eager to return to sea to be involved in further action against the common enemy.

Commander D.H. Harries was sent to Chatham, arriving 28 December 1942, to take official charge of Shropshire whilst she was undergoing modifications and refitting with the latest available equipment. However, some of the crew had arrived a month earlier at Chatham and with others joined Shropshire lying in dry dock during early November and December and a third group arriving on 15 December 1942. Commander Harries gained the support of many experienced officers and other ranks, colleagues and associates.

Lieutenant-Commander Warwick Bracegirdle was blessed with old friends and allies in important places (eg, the drafting officer) and arranged that men like Dagger Gunner (Warrant Officer) Bill Perrin, Lieutenant (Dusty) Rhodes, Lieutenant Ron Major, Lieutenant Harold Hardiman, Chief Gunner's Mate Arthur Cooper, Gunner's Mate P.O. Ferris, Gunner's Mate PO George Cheadle, Able Seaman Tubby Wellard, Sub-Lieutenant Guy Griffiths and many others to be available for the draft as the advance party 'key personnel' for the gunnery department in Shropshire.

Lieutenant Brian Castles headed up the future radar team with a selection of RDF ratings known as the 'Crazy 13' including Wally Tooth and John Turner, Joe Barrington, with P.O. Fitzpatrick in charge, as well as some radar trainees selected from an interested group of high IQ graduates from Sydney University. As far as the gunnery department was concerned it started off with some very special skilled people with high morale, and some who were ex Perth and ex Canberra veterans. They left as the advance party, on board the onetime Trans Atlantic Liner Washington, USS Mount Vernon.

After disembarking from Mount Vernon, Lieutenant-Commander Bracegirdle, a most irrepressible seaman, was always to the forefront and whilst travelling across the USA he related his story about relieving the monotony of the train travel. He somehow arranged for about fifty cases of beer to be put aboard and with a bit of sleight of hand manipulation got the Negro car attendant to put on a game of 'Craps' as well as organising with the railroad officials for the bars to be open at some of the whistle-stops, with a train whistle recall system. Who else could arrange this so well?

It was during the journey across to the USA with the advance party of about 250 men that the 'germ' of the idea for a cafeteria as opposed to normal RAN messing was born and Lieutenant-Commander Bracegirdle as OI/C Draft approached Commander Harries and subsequently Captain Collins who in turn put it to the Admiralty who agreed.

It was a fine idea and worked very efficiently throughout the next years of Shropshire's service in the RAN. As an afterthought Lieutenant-Commander Bracegirdle said it was a pity they had not requested airconditioning as well.

Chief Petty Officer Cook George Hoffman was heavily involved in the introduction and training of staff for this first cafeteria system ever built into an Australian warship. Very rarely did the crew suffer with cold 'hot' food as was the case with the old messing system. The cafeteria's steam presses from which food was served was the answer to this problem. Of course, prior to the completion of the cafeteria and galley equipment, the problems of feeding the men and preparing the food ashore, keeping the fires burning was, to say the least, a burden the cooks had to bear.

Commander (E) W.J.M. Armitage RAN took over from Commander (E) R.R.H. Johnson RN who ceased recording in the Night Order Book on 21/11/1942. Commander Armitage also had the good fortune to have veterans from Perth and Canberra to bolster up the areas of experience required to run an effective and efficient engine-room and auxiliary machinery. Lieutenants (E) J.A. Shearing and G.A. Beattie, Lieutenant-Commanders (E) D.D. Aitken and W.C. Calder joined the engineering staff with Chief Stokers Segrave, Coles, Duff, Lonard and Cox 'all old salts' as well as Stoker POs Brassington, Dumbrell, Surawski and Montgomery. Leading Stokers Farrell, Smith, Bayliss and Benbow were also supported by Vin Cesare, Jessie James, Johnny Blaser and Mick Stapleton as young but experienced engine-room staff.

A few others who come to mind who travelled to the UK in the early drafts were Lieutenants Ken Stock, Stevenson, Riley and Wark; CPO Bill Marriott, Bandsman Charles Redding, Midshipmen Winch and Irving, Leading Writer Ron Liddicoat, Padre Hunkin, Sub-Lieutenant Roberts, Lieutenant-Commanders Alliston and McKenzie, ABs Bert Pollard, Bob Boyd and Bill Orr, Reg Child, Len Burgess, PO Bill Decis, Leading Seaman 'Count' Whitby, the schoolmaster Mr Matthews, stewards Ron Russell and George Wellington who all with many others contributed to the ship's morale and story.

There were, over a period of four to five months, several ships that transported our crew to Chatham for the refit, trials and work up in Scapa Flow and the North Sea before returning to Australia. USS Mount Vernon, the Dutch Liner Niew Amsterdam, HMT Mataroa, the French Liner Louis Pasteur now HMT E632 USS Hermitage, Queen Elizabeth, HMS Wolfe, a submarine depot ship, and SS Denbighshire.

Most of the men travelled in two large drafts across the Pacific in the 32 000 ton USS Mount Vernon and in the 800 cabin, 36 000 ton Niew Amsterdam. Both vessels sailed from Princess Pier, Port Melbourne. Smaller drafts travelled aboard USS Hermitage, SS Denbighshire and HMS Wolfe to the UK. Whilst on board the Wolfe Lord Haw Haw tried his scare tactics by saying 'you will not reach Scotland, our U-Boat packs will get you'.

Our first Captain John Collins of HMAS Sydney fame, flew across the Pacific to the United States, then travelled on board Queen Elizabeth to Greenock in the company of 16 000 troops, mostly a division of Canadian soldiers. Another small group of twenty-nine with PO Max Arnold in charge and AB Rex Halliday the 2 I/C travelled on board the SS Denbighshire and passed through the Panama Canal on their way to Chatham. It was generally considered travelling across the Pacific for sixteen days was rather boring. Any diversion, however small, become interesting. Apart from the fear of submarine and aircraft attacks the trip was routine. The weather changed from calm to fairly rough, and at times was very cold resulting in a change of the 'Rig of the day'.

The ship was escorted by one destroyer USS Bagley which kept with us for a few days, until relieved by another destroyer. She finally left us to go it alone and make a dash for the US coast. Niew Amsterdam stopped only once at Wellington to disembark troops and then continued to San Francisco. An aircraft was sighted, identity unknown and some boiler problem reduced speed to 10 knots but after repairs, speed increased to 24 knots.

On Thursday, 11 March 1943, we lost a day as we crossed the international date line. The day that followed was still Thursday. This occurrence was a first for many of the draftees. During the crossing there was an issue from the ACF (Australian Comforts Fund) of parcels which were greatly appreciated. The food aboard was only average but luckily did not get any worse throughout the trip. A short firing practice created some interest. However, approaching San Francisco Harbour the monotony was relieved by several 'highlights' such as witnessing the near ramming of an oil tanker which was being escorted by a flying boat. The sighting of a convoy of six Liberty ships passing outward bound as well as 'blimps' and other aircraft passing overhead.

I We passed underneath the Golden Gate Bridge and saw the island prison Alcatraz, a gloomy forbidding rock, sights never to be forgotten. The story would not be complete without mentioning the difference in lifestyles and food between the Shropshire men. Ron Russell, the lucky one - whilst the remainder of the ORs lived on rather tasteless dehydrated vegetables and salted meat, he lived on fresh oysters, steak, curries, fresh eggs and bacon and unlimited alcohol beverages. Oh for the life of a steward!

After coming alongside, the draft transferred to a ferry, finally disembarking to pass over the Oakland Bay Bridge to board Western Railway Company's air-conditioned carriages in which they travelled from Oakland to Boston. The journey took five days.

One draft on board USS Hermitage stayed in San Francisco for a few days and Leading Seaman John Turner, one of the lucky ones, enjoyed a few beers in Shropshire's future codename, a Frisco Bar call 'Porthole' as well as enjoying the attempts of a one-eyed floozie trying to bludge a free drink, saying she had lost her eye in the Pearl Harbour attack. She failed to score. Not only were the railway carriages first class, the food was exceptional especially after the sea voyage across the Pacific.
Travelling to Boston the draft crossed ten States: California, Nevada, Utah, Colorado, Nebraska, Iowa, Illinois, Indiana, Pennsylvania and Massachusetts.

They passed through many well-known cities and of course small country towns: Reno Junction, Salt Lake City, Chicago, underground through New York, New Haven, Sacramento, Maryville, Pittsburg, Ohio, Denver, Fort Wayne, McCook and Helper to arrive in Boston to be based in the 'Fargo' barracks for ten days.

The hospitality was exceptional - the Bostonians as well as the Anzac Division of the British War Relief Organization - arranged parties for about 300 of the draft and gave the crew a marvellous time. Some were taken into homes, given guided tours - eg, seeing the 'Boston Tea Party' site. After meeting parents, entrusted with the daughters of the house, given fruit and other small tokens of comfort. Some travelled to New York to see the sights: the Stage Door Canteen, NBC Studios, the 7000 seat 'Radio City' and the French Liner Normandie lying on her side. Others purchased hard to get silk stockings for 'mum' at home as well as for future trade, so all in all, the trip to Boston was indeed a pleasant although rushed period of time.

One sour note occurred - a rating ended in prison after becoming over attentive and nasty to an American girl. The drafts left for Halifax, Canada in cold and miserable weather including lots of snow. They passed through Bangor in Main Vancebro and McAdam. A short stop at Purtola gave the chance to stretch legs, but on arrival, the men immediately boarded the troop- ship Louis Pasteur. There were troops of all nations on board - Canadians, New Zealanders, Norwegians, English, Free French, American as well as our own naval and air force personnel.

The ship was dirty, stuffy and overcrowded and the weather cold as well as rough, resulting in a large number of 'very ill' troops which did not add to the comfort of the men. Some of the draft did not take kindly to being ordered below decks to endure smelly conditions and said so in no uncertain terms - they remained on the upper deck regardless of orders. The toilet facilities were very bad and the 'heads' filthy. However, some relief from being too disgusted came from the fact the food was reasonably good.

Louis Pasteur, officially called HMT E632 whilst crossing the Atlantic had some light relief with gunnery practice and zigzagging continuously to avoid the 'U'-Boat wolf packs. As one can imagine all on board were more than relieved to sight Ireland and Scotland. Finally they came alongside Princess Pier, Liverpool on 17 April 1943.

The drafts quickly disembarked and left for Chatham eventually arriving at the Royal Naval Barracks. After a short time on shore leave seeing the 'Blitz' damage as well as suffering a few bombing raids in London, most visited the sites of Westminster Abbey, Buckingham Palace, Waterloo Bridge, Trafalgar Square, the Tower of London and during those visits the men were treated very handsomely by the local people.

On returning to the barracks we left to go on board Shropshire in No 1 basin where some of the crew were bawled out for wearing Aussie shoulder patches. They were not very happy on being instructed to remove same. The sight of hundreds of dockyard workers swarming over the ship and making living conditions somewhat uncomfortable was disconcerting. Plenty of shore leave helped relieve the tensions and the discomfort and enabled the crew to visit other areas of interest such as Dumbartonshire, Scotland for a few days. During the refit the usual paint chipping, painting, cleaning, etc, was the order of the day whilst there were never ending training courses under way.

The Chief Gunner's Mate ran A/A HACO Courses and eventually gunnery ratings and officers were instructed at the HA range at Wensbury and Whale Island reputedly the toughest gunnery school in the world. There, sub calibre firings, and full calibre HA shoots were carried out until perfected.

When Captain Collins joined Shropshire on 7 April 1943 he was constantly involved in giving 'pep' talks to the crew relating, in main, to the necessity for skills in damage control as well as personally attending a fighter direction course. As an interesting aside the captain took part in an across-Channel open operation on board a MTB. He observed that the role of those on board a MTB varied greatly from the role of those officers and ratings who served in a heavy cruiser.

On 17 April 1943 Shropshire officially became HMA vessel for administrative purposes. One purpose of this change agreed to by the Commander-in-Chief, The Nore, was to stick to the RAN policy of no rum issue aboard Australian ships of war. Mr Bruce, the Australian High Commissioner with Mrs Bruce, accompanied by Paymaster Commander W.A.J. White came on board and spoke to the Ship's Company on the 13 May 1943. On May 18, 1943 'Lord Haw Haw' was heard to say over the German radio that Shropshire would never reach Australia because they knew the departure date.

A sad day, a funeral on Friday, 28 May 1943 for Shropshire - able seaman killed by a land mine on the 27 May 1943. The sailor climbed a wall to retrieve his cap - a verdict of 'Death by Misadventure' was recorded. It also emphasized the danger of skylarking near dangerous areas. But it was not all work and sad occasions. An Australian Rules football match was organised between the RAN and the RAAF - the result is unknown but it proved a tonic for a lot of lonely Australians in the UK.

Another of Bob Urry's true stories - whilst in London on leave from Chatham, QO Smith tried the gallant act of placing his coat in the mud for a young lady to walk on. Well for whatever he was hoping would happen it failed - she tramped on his coat and completely ignored the 'Sir Francis Drake' gesture without as much as a thank you. Another rating, an officer's steward, was also tragically killed in a train accident and was buried on 30 May 1943.

Radar training was carried out in the Channel including the first 'Windows' dropped to confuse enemy radar, as well as training cruises aboard HMS Caduceus and HMS Isle of Sark. It was announced by Captain Collins the official commissioning was to take place on 25 June 1943, although earlier dates were proposed.

The refit was progressing as quickly as possible, any delays being due to late supply of equipment. Captain Collins was attending numerous schools for commanding officers, eg, gunnery, RDF (radar), damage control, fighter direction, observer training, torpedo bombing, repairs/maintenance and tactical studies as well as being involved in public relation exercises and being invited to Investitures at Buckingham Palace by His Majesty. Contrary to general comments, the lot of a ship's captain is a very busy and arduous one.

Some of the new equipment installed was a RPC (Remote Power Control for 4'' guns) system which after some consultation between Lieutenant J.T. Baker RAN, VR and the dockyard specialist overcame the minor problems and the gear proved satisfactory on trials.

While the ship was afloat in No 9 dock, meals had to be cooked ashore in a shed. The adjacent heads and bathrooms had been bombed so the ship's company had to walk several hundred yards. All in all, the weather, the messing, the toiletries and the air-raids were not as you would imagine conducive to a happy crew, but the oppositite was the case. The health and spirits of the ship's company were good.

Apart from these inconveniences Greg White reports that as usual, sailors do enjoy a bit of fun and with some 'malicious' intent waited until the dockyard workers knocked off for lunch and retired to the communal toilets which consisted of a flowing trough of water. The inevitable occurred, a pile of burning paper was floated down the trough to singe a few backsides and witnessing the speedy exits (faster than the MTBs so it was said) from these rather uncomfortable 'rest rooms'.

Bob Urry also reports that OD draftees new to the rigours and fears of war found great support from Bob Wellard and Charlie Smith. During one rather heavy air raid, while ashore in a covered walkway at Chatham, they deliberately organised a Melbourne Cup debate on horses, odds, weights, colours, etc, to keep the ever-present fear of the effect of bombing from their minds. The raid lasted over an hour.

It was in Chatham we witnessed the thousand-bomber armadas passing over the city. They created a thunderous, awe-inspiring, noise. Their navigation lights looked like a million stars. Some of the crew on shore leave were in Australia House at the time the Lancaster Bombers of Dam Buster fame returned from their successful raid.

On the 26 and 27 June 1943 Commander (E) Armitage was ordered to raise steam in all boilers and for the main engines to be made ready for trials at 0745. Steering gear was to be ready at 0730. The machinery was to be in 'Units'. The trials continued to the 30 June 1943 at South End and later at Scapa Flow. Almost daily the steering gear and telegraphs were given trials at all speeds up to a full 290 revs (30 knots) then down to half revolutions decreasing slowly.

As one can understand, gunnery radar, damage control and all the other exercises were most important for the safety of the ship, but the engine-room staff were also hard worked testing their equipment.

But what does a refit mean to the ship itself, Shropshire had her hull and machinery strengthened, diesel generators fitted, settling tanks and salt water flooding tanks, water tight systems updated, catapult removed, four barrage directors for 8" guns, 4'' remote power controls, seven twin power-operated Oerlikons mountings, four single Oerlikons, two eight barrel pompoms and two directors fitted. 1600 (SAPCK) 8'' shell colour yellow, 4" flashless RDF shell torpedo MXI tubes and MIX torpedoes. Depth charges, searchlights, W/T and R/T sets for fighter direction, Asdic, steel furniture, communication equipment and all boat davits were retained. However, contrary to popular belief there was no side armour fitted.

Resiting of Oerlikon mountings was necessary to avoid 8" gun blasts and to lower top weight. Three out of seven single Oerlikons were landed. Twin Oerlikons Mark V were mounted when the catapult platform, support structure, lockers, etc, as well as the aircraft lowering lantern, were removed. The sheet anchor, hawse pipe was removed and all officers' galleys were amalgamated, to give more space for the type RDF 91 office.

Although originally proposed to remove both the aircraft and the torpedo tubes, it was decided to retain the torpedo tubes in the eventuality of a close range attack. The aircraft was removed as it was considered a fire danger. The proximity of the bulk fuel tanks was also taken into consideration. The fitting of the latest A/A armament as well as the radar support given by the new and latest sets was the final decision that decided the fate of the walrus.

It was proposed to remove some of the protective plating surrounding the twin mountings. In the end common sense prevailed and it was retained to give some real protection from enemy machinegun attacks and/or shrapnel to the 4'' gun crew deck personnel. All in all the adding of new equipment and the removal of old saved several hundred tons of topweight thereby lowering the centre of gravity.
Just before leaving for Scapa Flow in the Orkney Islands, Leading Seaman John Turner reported a pleasing occurrence, 'there were 6000 RN sailors at the Naval Depot and the Australians were few but on one occasion when the Australians were called to the front of the parade he thought, here we go again - what the hell are we being picked on for this time! But to his surprise the Australians were held up as an example to follow. The whole parade was told the way the Australians were dressed was the way all sailors should be dressed when going on shore leave'. Quite a change, he thought, to get some praise.

Regardless of heavy rain the crew completely painted the ship while alongside in No 3 basin, took on final supplies including 4'' ammunition and conducted some final training exercises to check on gunnery equipment such as sub-calibre E Boat firings as well as full calibre H/A shoots, and L/A shoots at
E. Boats. It was all rather hectic.

On 25 June 1943, nearly ten months after being given Shropshire the ship was finally handed over to Captain Collins by the CIC The Nore after an inspection. Dr Evatt and Rear-Admiral Calvin RN also inspected the ship and spoke to the ship's company. Shropshire then proceeded down the Medway and secured at Sheerness. The Navigator, Lieutenant-Commander Gellatly and his team (including, Kevin Green his yeoman) were busy swinging the compass whilst 'Guns' was still hard at it organising some 4" and CRW (close range weapons) firing trials.

On 1 July 1943 Shropshire left in company with Worcester to join the Home Fleet and exercises with six MTBs whilst Beaufighters gave the A/A gunners some much-needed practice. The Home Fleet consisted of the following RN Ships: Duke of York, Renown, Ramillies, Belfast, London, Kent, Cumberland, Sheffield, Diomede, Furious and USS's Alabama and South Dakota. Lieutenant-Commander Alliston joined on 7 July 1943 just in time for the exercise of pointing ship.

During the two weeks which followed, the ship's company was put through some heavy training - calibration of the DF set, weighing anchor by hand, fuelling destroyer, calibration and sub-calibre firings. Night encounter exercises, searchlight training and spotting, radar tracking, fighter direction exercises using four aircraft, dive bombing attacks by six aircraft, torpedo bombing attack by twelve aircraft, 4" sleeve firings, CRW sleeve firings, throw off 8" firings, 8'' bombardments, and towing a cruiser. In addition, the shore based facilities such as fighter direction, anti-aircraft, dome teacher, fire fighting, Asdic and the demolition range were put to full use.

In this period Commander Armitage and his staff discovered the reason why Shropshire travelled mainly on three screws. The full post refit power trials brought to notice the over-heating of the starboard thrust block. The block was found to be incorrectly marked and fitted. Both port and starboard were identically stamped instead of being 'handed'. That is the pivots should have been off set in opposite directions. The port block was marked starboard. After the problem was remedied Shropshire's machinery ran smoothly and when required the engines could run at full revolutions to give us our maximum speed. The Rear-Admiral of 10th Cruiser Squadron sent a signal 'Well done Engineroom Department'.

During training with the submarine HMS Stubborn and aircraft, one of the Seafire pilots apparently misjudged when diving on the ship and was starting to pull up vertically when he plunged into the sea - some thought he lost flying speed. There was no trace of the pilot. A sailor also jumped overboard apparently determined to have a watery grave but was picked up in time by the prompt action of the lifeboat crew.

During this busy time some socialising did occur rugby and hockey matches were played and some dancing with Wrens was organised. One report came to my notice that one such drinking hell-hole, the 'Gobles', where the sailors could obtain beer when every other pub was out. Not only was there plenty of beer and kippers to eat, but women who chased the sailors for favours. Several sailors tried to escape the girls' determination but succeeded only in locking themselves in the heads. It was not always a successful ploy because you had to leave sometime.

Amongst all the buzzes that are rife on board most ships, the strange, puzzling and sheepish affair at Scapa was the most difficult to bring out into the open - nobody wanted to talk - top secret they said. Well, after all these years it was reported to me that the situation could now hopefully and finally be put to rest - the solution came about when it was piped 'all ratings going ashore with negative sea boots'?

Even captains can learn lessons from lesser mortals - Captain Collins invited the navigator, Lieutenant-Commander Gellatly, to go for a long walk ashore.

The end result, the navigator returned with a 'badly blistered and poisoned foot and was placed on the non-walking sick list for a few days, leaving the captain with extra but very necessary navigational duties to perform prior to leaving Scapa'. He was not amused.

Before leaving Scapa we were visited by the First Lord of the Admiralty, Mr A.V. Alexander, the Minister for Labour, Mr Bevin and the Australian High Commissioner, Mr Bruce. On 12 August 1943 the ship being ready and the ship's company very keen to return to Australian waters, a final surprise visit by His Majesty, King George VI was arranged. He came on board with Admiral Fraser, C-in-C Home Fleet, and was received by Captain Collins.

His Majesty expressed admiration of the men's physique and the smart 'tiddly' uniforms but later, judging by the Captain's report, he was not overly impressed with the low cut jumpers - but war does change attitudes. Eg, how could you make 1000 sailors wear a pusser's rig of the day? That night Captain Collins dined with His Majesty on board HMS Duke of York as the guest of honour amongst all the captains, a much appreciated gesture.

On 13 August 1943 the ship took part in the Scapa Barrage when guns were fired at 1215, the anchor was weighed and Shropshire steamed out passing the Hebrides Islands at 2100. She arrived at Greenock at 0900 on 14 August 1943, when shore leave was arranged; Glasgow being about an hour's train trip away was the most popular choice. While in Greenock the captain attended the Master's Conference prior to joining a convoy. Free freight stores and some personnel were embarked for our passage home.