Since the history of HMAS Castlemaine was written for her 50th Anniversary.of Commissioning in June 1992, further information has come to hand, from official records.

With this in mind I have decided to rewrite the ships history for this Revised Second Edition.

The information has been taken from the Captain's Monthly Report of Proceedings, held at the Australian War Memorial, Records of the ship held by the Maritime Trust of Australia, letters and Newsletters of the Castlemaine Association.

Other records looked at, are held at the Australian Archives, Melbourne, and newspaper cuttings in various scrapbooks.

With regard to the crew lists, the Officers names were taken from the Navy Lists 1942 - 1946, the crew names were taken from records held on board, but the majority came from the letters of the ex - crew members and the HMAS Castlemaine Association members lists, and listings supplied by Bill Trezise and the Corvette Association. There could be some mistakes in the spelling of these names after so many years, also the initials are not always accurate in the official listings. Also some names could still be missing.

Any additional information on the ship or crew lists will always be welcome.

Acknowledgement is given to those unknown photographers both crewmembers and war correspondents for the photographs now held in the Castlemaine Association records and produced in this history.

PREFACE TO THE INTERNET EDITION

The opportunity to update this history has been taken with the development of this website. By so doing our wider reading audience will, we hope, get a better understanding of this World War II warship.

This edition is a text only edition as photographs with explanations are available else where at this site. There may be some page number irregularities but this is being attended to.

We invite input via our email facility or by writing to our mail box at: - PO Box 244 Williamstown, Victoria - 3016 Australia with further information to fill gaps in our record.

Harrow Morgan

May 2001

During the late 1930's and with World tension growing due to the actions of Germany in Europe and Japan in China, Australia looked to enlarging its Navy.

Part of this enlargement in the 1938-1941 Programme for the Royal Australian Navy, called for a Local Defence Vessel (LDV) that would be of a size and simple enough to build in small Australian shipyards, with machinery equally simple enough to be built by the many small engineering and railway workshops, etc. that existed.

As the programme progressed, the small LDV design grew and was soon to be known as the Australian Minesweeper (AMS). This was a totally Australian design, although there was a similarity to the British Bangor Class Minesweeper.

On the 3rd February 1939 a minute paper was submitted to the Navy Board stating the approximate size and armament of the proposed ships. The Navy Board approved and the final work on the specifications and drawings began.

In June 1939, with the threat of war approaching, the specifications for the AMS vessels were drawn up ready for release on building authorisation.

Following the outbreak of war, the British War Cabinet authorised the building of 10 minesweepers in Australian shipyards, for the Royal Navy. As the Australian specifications were already drawn up, this was the design used. The first of the ships "Bathurst" was laid down on the 10th February, 1940 at Cockatoo Island Dockyard. N.S.W., also giving her name to the whole class of ships that were to be known officially as Bathurst Class Minesweepers, or more popularly known as Corvettes.

The next two ships laid down, were the Lismore by Morts Dock, Sydney, on the 1st April 1940, followed by Maryborough laid down at Walkers Ltd., Maryborough, on the 16th April.

These first three ships differed from the rest of the class by having what was known as a cruiser bridge (Lower bridge with steel shuttered windows and an open bridge above). The rest of the class had the bridges changed to the RN. Bangor Class style, an open backed single bridge with windows and either a metal canopy or canvas awning above as protection.

At the same time 7 LDV's were ordered for the Royal Australian Navy .

All the ships except four, built and manned for the Indian Navy, were named after Australian country cities and towns.

Between 1940 and 1944, out of 8 Australian shipyards, a total of 60 corvettes were built, the largest single shipbuilding programme in the history of Australia, although there were some variations in completed designs, some used solely for anti-submarine warfare, some for survey and the remainder for multi-purpose roles.

Over the years, an estimated 20,000 young Australians served on the Corvettes during war and peace.

In all, 20 ships were built for the Royal Navy, but were commissioned HMAS and manned by Australian crews. A further 36 were built for the Royal Australian Navy and 4 for the Royal Indian Navy.

By 1994 only one example of this once numerous class of ships remained afloat. This lone ship stands as a floating memorial to all those young men who once manned them.

One other ship, the former HMAS Whyalla is now part of the Whyalla Maritime Tourist Complex. She had served as the Victorian Ports & Harbours Tender Rip from 1947 until 1987 in a vastly altered configuration, when sold to the Whyalla Council. After sailing back to Whyalla, her birth place, the RIP was placed on a mobile cradle and taken out of the water and moved inland to stand alongside the Lincoln Highway some 2 kilometres from the sea. With the opening of the complex she was renamed Whyalla.

This is the story of the last Australian built Corvette, remaining afloat, at Williamstown, Australia, near her birthplace, HMAS Castlemaine.

After the outbreak of war an order was placed with the Melbourne Harbour Trust Dockyard (becoming the HMA Dockyard in 1942, and from 1988 AMECON) Williamstown, for 2 Corvettes (LDV 4 & 11) one for the R.N and one for the Royal Australian Navy . at an estimated £145,000 each. (A$290,000)

On the 29th August 1940 approval was given for 17 more Corvettes to be built for the Royal Australian Navy with orders being placed on the 24th Sept. 1940. LDV’s 36 & 37 being placed with the M.H.T.

LDV 36 was laid down on building berth No.1 lower on the 17th February 1941, and was known simply as yard No. 23. This was to be the third Naval vessel of its type built at the dockyard.

Work progressed at a steady rate until she was ready for launching. At 2.30 pm, on Thursday, 7th August 1941, a fine, mild winters day, after a brief service dedicated to "those who go down to the sea in ships" by the Rev. J.H. Raverty, Mrs R.G. (later Dame Pattie) Menzies, wife of the Prime Minister of the Commonwealth of Australia, named the ship "Castlemaine", after the Victorian Country Town.

With the customary bottle of champagne, tied in Red, White and Blue ribbons breaking across her bows, Mrs. Menzies said :-

To the cheers of the workmen and invited guests, the ship started to slide down the slipway, but due to the cold weather the tallow grease had frozen, and she stuck on the slipway. After some 20 minutes of urging and prodding by the workmen around her bows, the ship had only managed to progress a few yards. Finally the assistance of the tug Keera's aid was enlisted, with a tow line attached, smoke pouring from her funnel and the propeller thrashing the water, the little tug pulled. Finally the "Castlemaine", her dignity still unruffled, glided smoothly down into the water. Shortly after floating, the ship was towed to the fitting out berth to be completed.

At the afternoon tea, for the official guests, following the launching, Vice-Admiral Sir Guy Royle. First Naval Member, proposing the toast of the builders, said:-

In addition to Mr. A.D. Mackenzie, chairman, of the Harbour Trust Commissioners, Mr W.S. Hamson, one of the trust's employees, replied to the toast of the builders, saying:-

The following month the ship was towed from Williamstown up the Yarra to No. 17 North Wharf for the lifting inboard of the 2 Yarrow Admiralty 3 Drum Boilers, which had been made at Cockatoo Dock & Eng. Co., N.S.W. They were lifted inboard by the steam crane at North Wharf on the 29th September 1941. "Castlemaine" was then towed back to the fitting out berth at Williamstown.

During all this time the other pieces of machinery, etc., were arriving from the various Engineering Co. yard's to be fitted. Some of these Engineering Co's were, Kelly & Lewis, Toowoomba Foundry, Peacock & Smith, Perry Eng. & Co., W.A. Govt. Railways, Walkers Ltd. and Thompson Eng. & Pipe Co.

Once again the ship was towed up river to No.17 North Wharf for the lifting inboard, of the main engines, built by Thompsons Engineering & Pipe Co., Castlemaine, Victoria. on the 7th March 1942, by the steam crane.

Following this she was towed back to Williamstown for final fitting out. During this latter stage of her fitting out, the first of the crew were appointed. On the 13th & 14th April 1942, Tempy. Lieut. R.W. Booth Royal Australian Navy R (S) and Tempy. Lieut.-Cdr. P. Sullivan Royal Australian Navy R (S) were directed by the Navy Board to H.M.A.S. Lonsdale additional for "Castlemaine" on Commissioning.

Following this more of the crew started to arrive, as the ship neared completion. The majority of the young crew came straight from Flinders Naval Base, after doing their basic training, without ever being to sea before, for some, coming from the bush, never setting eyes on the ocean. "Castlemaine" was drydocked in late April 1942 for final bottom cleaning, fitting of the Asdic, and inspection of her underwater fittings. On the afternoon of the 25th May 1942, she was floated out of the drydock for final preparations and inspections before her trials began.

Friday the 12th June found "Castlemaine" in Port Philip Bay, undergoing Equipment and Gunnery trials, and the following day the builders full engine trials.

She was a small ship of 733 tons and only 186 foot long but her crew was packed full of courage and like many of those during these days of the war, could not wait to do their bit. Her young crew averaged 22 years of age, the majority from South Australia, and were backed by a few seasoned Officers & Sailors. The training they had received was soon to be tested. Being a small ship they all had to be versatile and ready to lend a hand, in an emergency no matter what.

The crew were broken into Red, White & Blue watches, and parts of ship, then being allocated to a specific compartment, or a specific section of the main mess deck to sling their hammock's, which was to be their new home for quite awhile.

The Captain had his own cabin below the bridge, while the other Officers each with his own cabin, except for the 2 Junior Officers who shared, were aft of the engineroom on the lower deck where they had their own pantry and wardroom. The Chief's, ERAs and Stoker POs were berthed in their own crew mess on the lower deck above the magazine, while the signalmen were berthed fwd. on the lower deck above the asdic compartment. The rest of the crew were berthed in the main mess on the upper deck. This large compartment was divided down the centre by the kit lockers where the seaman could stow their gear. Along the side of the ship in this crew space, were the mess tables for the crew were they would eat , write letters home, read, mend their clothes etc.

Finally, the commissioning ceremony took place on Wednesday 17th. June 1942, a bitterly cold winters day, and HMAS Castlemaine was placed under the command of Lt.-Cdr. P.J. Sullivan Royal Australian Navy .R.(S) a former Coastal Passenger Ship Master & Torres Strait Pilot.

At the completion of the ceremony the crew, consisting of:

making a total of 79 men, marching onboard. However by the end of the War this total had been increased to 89 men due to extra equipment being added during various refits.

Following Commissioning HMAS Castlemaine took on fuel, stores and ammunitioned ship the next day. The following days, minesweeping & anti-submarine trials were held in the bay, where she exercised ships company quarters & stations.

Finally on Monday June 22nd 1942 HMAS Castlemaine prepared to sail for Sydney and her work up programme before joining the Fleet. The following morning Castlemaine departed Williamstown for Swan Island to embark her 20 depth charges, and then sailed for Sydney in the afternoon.

On arrival in Sydney the ship went through her final completion, with the fitting of her LL Sweep, and the 2 bridge Oerlikon Guns which had been removed in Melbourne after the gun trials. Working up exercises followed, comprising three days in Broken Bay, to mould an inexperienced young crew into an efficient fighting team, before starting escort duties on convoys from Sydney to Melbourne.

On the night of 11/12th August 1942 Castlemaine was inbound and navigating the Eastern Channel of Sydney Harbour, between the Boom Gate Vessel and the Eastern Channel Green Pile Light, at a speed of 3 knots showing dimmed navigation lights, when another vessels lights were observed on the Port Side. At 0008 hrs. Castlemaine went astern, but collided with the Manly Ferry Bellubera, the point of impact was about 9 feet forward of the Bridge on the Port Side at the after end of the mess deck.

The hole was approx. 6 feet by 10 feet with damage to frames down to the waterline. Also as the ships scraped alongside, the Port Motor Boat hull was crushed, with the Boat Davits being bent and twisted.

Castlemaine then proceeded down the Harbour and berthed alongside HMAS. Townsville at 0100 hrs.

The next mornings paper reported the incident as follows:

Repairs resulting from the collision were completed by Cockatoo and Morts in seven days.

Before sailing, a Board of Inquiry into the collision was held on board Castlemaine. on the 26th. August 1942. This Board found that no blame could be attributed to the Castlemaine. Although the Captain of the Ferry stated that the Castlemaine was not showing any navigation lights.

Directly following the inquiry Castlemaine departed Sydney for Darwin.

Further to this, after examining the findings of the Inquiry, the Naval board found that Lt.-Cdr. Sullivan was partly to blame for the collision for not having his navigation lights burning at full brilliancy when entering harbour.

En-route a call was made at Townsville to replenish supplies, where on Naval Board Authority, the vessel became engaged in operations of Naval Officer-in-Charge, Townsville. This resulted in escorting convoys between Townsville and Port Moresby for a period of four weeks.

On the 2nd September, 1942, in company of HMAS Swan, she left Townsville escorting convoy P2, consisting of Sea Witch, Taroona and convoy Q2 consisting of Anshun and S'Jacob.

During the 4th September the convoy was joined by HMAS Arunta, shortly the convoy split up some 180 miles South of Port Moresby. Convoy P2 escorted by Castlemaine proceeded to Port Moresby while convoy Q2 and escorts sailed for Milne Bay.

On the 12th September while anchored at Port Moresby, it was requested to shut down No.2 boiler for repairs to the brickwork. While the boiler was cooling down, the following message was received:

The anchor was raised and as steam in No.2 boiler was bought up to pressure, the ship proceeded on a 35 mile punch into a strong S.E. Trade Wind, steam being gradually worked up. The two Americans had been adrift for 22 hours in the rubber raft after their plane crashed into the sea.

Both men were picked up at 1530 hrs. 8.5 miles from Round Head, both needing medical attention for severe sunburn and other injuries.

Castlemaine returned to Port Moresby and anchored under Monubado Island, where she carried out the delayed repairs to the No.2 boiler.

The following day, Monday 14th September, found her once again escorting a convoy back to Townsville.

Being released from her Coral Sea duties Castlemaine continued on her way from Port Moresby departing 25th September and arriving at Darwin on the 5th October via the Great North East Passage and Thursday Island.

Arriving Darwin she came under the control of the Naval Officer-in-Charge, Darwin, and was placed on escort duties along the coast and the occasional anti-submarine patrol of the Western Approaches to Darwin Harbour.

On the 5th November Castlemaine arrived Darwin at 1400 hrs., then proceeded to take on oil, water and provisions, completing at 1700 hrs. followed by loading military mail and stores, embarking one Dutch military Officer and four War Correspondents including the famous Australian, Damien Parer, for Betano in Timor, then sailing after dark, this being her first hazardous island operation. Arriving at Betano at 2000 hrs. on the evening of the 7th November, she disembarked passengers and stores and embarked refugees and Dutch troops, departing at 2218 hrs. The ship set sail for her return voyage to Darwin, among the refugees was a high Portuguese District Officer, wanted by the Japanese. He was accompanied by his wife and daughter. This man, Santos, played a part in arranging for the use of the Azores Islands in the Atlantic for Allied aircraft. The ship secured at Darwin at 1021 hrs. on the morning of the 9th. November, with the next four days spent alongside HMAS Platypus doing a boiler clean.

It was about this time that Castlemaine received her nickname "The Timor Terror". She was also called the XXXX's by the crew in general conversation and letters.

Following this she returned to escorting vessels to and fro from Darwin, and also manoeuvring in harbour during the frequent Japanese air raids.

With the fall of Singapore on the 15th. February 1942, the Japanese stormed ashore in Timor five days later, and overwhelmed the Dutch and Australian garrison at Koepang. At Dili about 470 men of the 2/2nd Independent Co. of the A.I.F. and 200 Dutch took to the mountains and were written off.

But these men had not surrendered and fought on, and became known as Sparrow Force, living off the land and ambushing the enemy, then disappearing into the mountains. On the 20th April, amazed listeners in Darwin heard that Sparrow Force was still intact, but needed supplies and ammunition to survive.

At the end of May the Navy carried out the first of their support operations with supplies and ammunition. By September 1942 it was decided to relieve Sparrow Force and HMAS Voyager was dispatched to Timor with a relief force, but during landing operations, on the 23 September, things went wrong and HMAS Voyager went ashore, becoming a total loss in Betano Bay. The crew of HMAS Voyager and the troops she carried were rescued by the Corvette HMAS Warrnambool.

On the 24th November, 1942, it was finally approved to withdraw the 2/2nd Independent Co. (363 men) from Timor, using the corvettes HMAS Castlemaine, HMAS Armidale and the Naval tender HMAS Karu which had already been used on resupply operations to Sparrow Force. The plan was to run into Betano Bay on the night of the 30th November/1st December, land 50 fresh Dutch troops and withdraw 190 troops and 150 Portuguese refugees, returning on the night of the 4th/5th December for the 2/2nd Ind. Co.

HMAS Kuru sailed from Darwin on the 28th November at 2230 hrs. and was scheduled to arrive two hours ahead of the other two ships, land some stores and embark refugees for transfer to Castlemaine out in the bay when she arrived, then to tranship and land the troops from HMAS Armidale. After this she was to pick up the sick and wounded Dutch troops and take them out to HMAS Armidale before returning to pick up her own passengers for the return trip to Darwin.

As it was HMAS Karu had rain and overcast weather all the way and was delayed at her landfall, finally reaching Betano at 2345 hrs. on the 30th November, three hours overdue. Not finding the other two ships Lt. Grant decided to wait awhile, not knowing what happened to the other ships.

By 0200 hrs. on the 1st December not wanting to be caught in the Bay, HMAS Karu loaded 71 refugees and one A.I.F. stretcher case and departed for Darwin.

Meanwhile Castlemaine (Senior Officer) and HMAS Armidale carrying 2 Dutch Officers, 61 Native Troops and 3 A.I.F. men had departed Darwin at 2133 hrs. on the 29th November flying the yellow air raid warning flag, and proceeded in line ahead towards Cape Fourcroy.

At dusk on the evening of the 29th the two ships assumed line abreast, until 0800 hrs. on the 30th, when line ahead was resumed. At 0915 hrs. a single enemy plane was picked up on the radar at Green 90 distance 4 miles, the ships resumed line abreast and started to zigzag being about 10 cables apart. The ships commenced firing when the aircraft came into range, with the first stick of bombs dropping between them, and the plane circling away.

Castlemaine then alerted Darwin with the following messages:

[All message times are G.M.T. (local time being 10 ½ hrs ahead.)]

On further attacks the plane concentrated on the HMAS Armidale before finally heading off towards Timor.

Feeling that this sighting may disrupt the mission or worse, Lt.-Cdr. Sullivan steered an evasive course and contacted Darwin.

On receipt of these orders the directions were obeyed and speed increased to make up for lost time and both vessels pressed on for Betano, interrupted only by zigzagging during bombing and machine-gunning which increased in plane numbers and intensity until dusk.

At 1343 hrs. the attacks resumed by four enemy aircraft which continued until 1445 hrs. Castlemaine requested fighter cover for the remaining daylight hours, which was promised. The second flight of Beaufighters compelled the enemy planes to jettison their bombs and retreat, before they themselves had to return to base. A third flight of Beaufighters being due at 1735 hrs.

Once again at 1831 hrs. the ships came under attack with nine planes in V formation coming in at 5000 ft. and dropping not less than 45 bombs, landing not more than 150 ft. from the vessel but causing no damage. As later recounted by O/Steward Bill Trezise:-

Throughout the day the sky had been overcast and observations were unobtainable except at 1630 hrs when the murky sun broke through.

Landfall was made at 0200 hrs on the 1st December, westward of Beano and both vessels stood off and followed the contour of the Bay until the wreck of the HMAS Voyager was observed at 0330 hrs. There was no reply to the challenge sent and no sign of beach fires nor of HMAS Karu. Both vessels patrolled the beach for one hour. Due to the lateness of the hour a departure was taken for the return voyage and a signal sent to NOIC Darwin to this effect.

After departing Betano both ships steamed on a Southerly course, and spotted HMAS Karu some 70 miles South of Betano, closing soon after dawn. The refugees were transferred to Castlemaine, with HMAS Armidale cruising in support, this being completed by 0800 hrs. Lt. Grant of HMAS Karu advised Lt.-Cdr. Sullivan that he had orders to go back to Betano that night to complete the operation.

Suddenly at 0930 hrs the ships were attacked by Japanese aircraft, while Castlemaine and HMAS Armidale engaged them, HMAS Karu ran for cover in the nearby rain squalls.

Having been spotted by the enemy Lt.-Cdr. Sullivan was faced with making a decision on the operation.

(1) Karu was apparently heading back to Betano.

(2) Armidale had troops inboard that had to be landed.

Because of the time involved and the presence of the enemy he decided that HMAS Armidale should return with HMAS Karu and advised Darwin, which approved of his decision.

Castlemaine then proceeded South in search of the missing airmen, using several rain squalls as cover, finally arriving at Darwin at 0939 hrs. on the 2nd. December.

Meanwhile HMAS Karu and HMAS Armidale sailing separately were subjected to repeated air attacks starting at 1228 hrs. on the 1st. December. HMAS Karu was subjected to attack by 44 planes in 23 attacks with some 200 bombs being directed at her with the closest being 5 ft. away. After receiving shrapnel and engine damage she abandoned the operation returning to Darwin under cover of the rain squalls arriving at 1726 hrs. on the 3rd December.

HMAS Armidale was not so fortunate, and at 1515 hrs on the 1st December 1942, was subjected to an attack by 9 enemy bombers, 3 fighters and 1 float plane. Struck by 2 torpedoes and one bomb, she turned over and sank within 3 to 4 minutes. Of the 149 personnel inboard 47 were killed in the initial attack and subsequent machine-gunning of survivors in the water. The rest clung to the wreckage of the motor-boat and the half submerged whaler.

It was not until the 3rd December, that Darwin raised doubts as to the safety of HMAS Armidale and air searches began. On the 5th of December a boat load of survivors was spotted about 150 miles W.N.W of Darwin, at 1015 hrs. This was the motor-boat that had travelled some 150 miles from where HMAS Armidale had gone down.

HMAS Kalgoorlie a sister ship was dispatched from Darwin at 1140 hrs. reaching the general area at 0230 hrs on the 6th December and began her search. That afternoon she was subjected to an enemy attack at 1600 hrs when 16 bombs were aimed at her. It was not until 2200 hrs that a red very light was spotted, and at 2300 hrs. she picked up 20 survivors from the motor-boat.

The decision now was, to continue to the area of HMAS Armidale's last reported position or to return to Darwin. With reported sightings of the enemy in these waters, it was decided to return to Darwin, arriving at 1330 hrs on the 7th December.

An aircraft sighted the rafts with 25 to 30 men in three groups some 280 miles NW by W of Darwin on the afternoon of the 7th December.

Attempts to pick up these survivors by a Catalina on the 8th failed due to rough seas, and on its return flight spotted the whaler, some 150 miles N.W. of Darwin. HMAS Kalgoorlie was dispatched from Darwin on the morning of the 9th and sighted the whaler at 1657 hrs, picking up the 29 survivors within an hour, returning to Darwin at 1125 hrs on the 10th.

Nothing more was seen of the rafts or their survivors. In all only 48 of the 149 people onboard HMAS Armidale survived.

On her return to Darwin on the 3rd December Castlemaine fuelled, provisioned, and departed again on the 5th December escorting the SS. Tulagi towards Thursday Island via Clarence and Dundas Straits. This stretch of water was known as "Bomb Alley" by the escort ships, because of the ever presence of Japanese aircraft. Ships departing Darwin to the East were usually escorted by corvettes of the 24th Minesweeping Flotilla. During this time the Flotilla consisted of, HMAS's Latrobe, Inverell, Castlemaine, and Kalgoorlie.

Castlemaine returned to Darwin on the 7th for fuelling and then commenced an anti-submarine patrol of the entrance to Darwin harbour. The following day, escorting once again, she departed Darwin with the SS. Alagna towards Thursday Island and returning from Cape Wessel. While outward bound and off Cape Don, 3 horned mines were sunk by small arms fire. On the 10th, when 10 miles North of Cape Wessel she was attacked with machine gun fire from a Japanese float plane. As later recounted by Ldg. Cook. L. Grunwald,:

Refuelling on return to Darwin on the 12th, she immediately departed once again escorting the SS Islander towards Thursday Island, overtaking HMAS Terka in Dundas Straits, keeping company until Cape Croker. Islander and Castlemaine finally departed company at 1145 hrs on the 15th,. and later intercepted the SS Period and SS James Cook resuming the Westward course to Darwin. At approx. 1249 hrs. the convoy was attacked by a Japanese float plane which dropped a bomb on the Period at the forward Port corner of No.1 hold, wrecking the sailors forecastle accommodation, also killing 4 members of the crew and injuring 6 others. The plane came in for a second attack and Castlemaine engaged with 4" and Oerlikon guns and the attack was broken off at 1255hrs.

At 1402 hrs. another enemy plane approached, and was again repulsed by 4" gun and anti-Aircraft fire.

While alongside, 5 of the wounded crew were taken off for medical attention which was completed by 1530 hrs., while both ships were steaming at 5 knots. The dead were buried at sea, and the following morning at 1048 hrs. the convoy was again attacked by a single plane, with Castlemaine manoeuvring to give cover to Period, the plane made several attacks on James Cook and Castlemaine without any damage, finally dropping a couple of bombs close to Period before making off.

Finally in the late evening of the 18th. the convoy arrived off Darwin, and as the Captain of the Period was making his first call there, Castlemaine's First Lt. (Lt.-Cdr. Williams. Royal Australian Navy .R.) was put on board to assist the Master in this regard.

Castlemaine exhibited a faint stern light and led the convoy up to, and through the boom gate at 2400 hrs. and then on to their respective anchorages.

From the 19th to the 22nd December a boiler clean was carried out in Darwin harbour, and the opportunity was taken to land two parties of ratings for recreation to Adelaide River. The parties spent their time swimming, fishing, hiking and generally relaxing.

On completion of her boiler clean, it was back to escorting the SS James Cook to Thursday Island, returning to Darwin on the 27th December, having spent their first Christmas at sea.

At short notice on the 28th December, she departed Darwin for Merauke (Dutch New Guinea) and intercepted the SS Van Heemskerk 15 miles from the port, escorting her to Thursday Island thence onto Port Moresby via the North East Passage. This was Castlemaine's second trip to New Guinea.

On the 2nd January 1943, took departure once again for Thursday Island to pick up and escort the SS. Islander and escort her back to Darwin. At Darwin refueled and provisioned, departing 2 days later, escorting the SS. Islander back to Thursday Island.

From the 16th to the 21st, at anchor at Port Kennedy painting ship and carrying out maintenamce. The following two days were taken up with minesweeping, gunnery and air attack excercises in co-operation with 6 kittyhawks from Horn Island. During these excercises, onboard as guests were 4 pilots from 75th Squadron to observe from the other side, the effect of dive bombing attacks.

On her last visit to Thursday Island during January, invitations were extended to and accepted by, Colonel Langford, O.C. Torres Forces, and C.O. Horn Island Air Command, and their respective Officers, who were entertained on board by the Wardroom Officers, and subsequently the ship was visited by Lt. General Lavarack.

The visits by these service personages did much to facilitate co-operation in the exercises carried out in this area.

Following this Castlemaine escorted the SS. Burwah back to Darwin followed by another boiler clean to finish the month.

February found the ship on escort duty again from Darwin to Thursday Island, escorting the SS. Burwah and SS. Kooliga, arriving on the 7th. Then on the 12th went alongside the R.F.A. Bishopdale to refuel. The following day departed in company of HMAS Vendetta and R.F.A. Bishopdale for Darwin. 2 days later all 3 ships returned to Thursday Island.

Once again departed for Darwin on the 24th, escorting the SS. Wanaka and SS. Burwah, this passage was made against strong Northwest monsoon winds and rough head seas. As Corvettes are renowned for rolling in calm seas, this was an uncomfortable trip for the crew, finally arriving on the 1st March.

Finally on the 2nd March she went into the Darwin Floating Dock for a bottom clean, underwater fittings examined and a fresh coat of anti-fouling paint, followed by storing and fuelling. Leave was given to the crew that could be spared.

Once again, on the 6th March Castlemaine was off on her routine escorting duties once again. This time she was escorting the SS Babinda to the mission stations at Wyndham, Mission Bay and Port Keats. At each stop the crew of Castlemaine helped to discharge the cargo for the missions, this being a welcome change in their daily activities.

After discharging all her cargo, both ships returned to Darwin, arriving at Midnight on the 15th. March. The ship stored and refuelled over the next 2 days, while her charge was reloaded with cargo for Millingimbi Mission in Arnhem Land. Once again at 0700 hrs. on the 18th. both ships departed Darwin harbour, Castlemaine also carried R.A.A.F. personnel and stores.

Whilst escorting SS Babinda from Darwin to Millingimbi, a position five miles off Cape Stuart, the end of charted waters were reached, and heavy rain squalls encountered, at 2120 hrs. on the 19th March, 1943.

A further 10 miles were steamed when it was found advisable to anchor for the night, which was done in 8.5 fathoms.

The following morning both vessels proceeded, Castlemaine using a sketch of the area borrowed at Darwin, and Babinda with Lt. Wells on board to assist the Master. The sketch appeared to be reliable for identification purposes, as the ships position was frequently and satisfactorily fixed by cross bearings for a distance of ten miles, past Nurungga Island, and along the Northern shore of Rabuna and between the reefs.

8 to 10 fathoms were found along the Western end of Rabuna, and on approaching what appeared to be the indicated channel between Rabuna and Bodjirigi Island, the soundings commenced to shallow. Castlemaine reduced speed and steered offshore, but touched what appeared to be a hummock. The engines were stopped and the ship continued to float, on the second touching engines were put astern, but on the fast falling tide she remained fast.

Boats were lowered, and a tow line passed to Babinda, this also failed to free her. With the tide falling approximately two ft. per hour, it was decided to wait for the evening tide. The R.A.A.F personnel and supplies were transferred to Babinda with instructions to proceed to Millingimbi, discharge cargo, and return at night to stand by for a further attempt to move Castlemaine.

When nothing more could be done to refloat the ship, steps were taken to identify the locality of the stranding, it was found that owing to an island being shown about ¾ of a mile out of position on the chart, this had been mistaken for the narrow channel that was to be taken.

At low water, the vessel remained upright, resting on firm shell grit. The fwd. and aft trim tanks were pumped over the side, which, together with domestic consumption water, lightened the ship by 45 tons, which should have raised the ship five inches. The kedge anchor was also run out astern in preparation for a further attempt to shift her on the evening tide.

At 1900 hrs. on the 20th. Babinda returned and a towline was passed to her, this attempt only succeeded in turning the vessel's head 60 deg. to starboard from her original position, when the tow line parted. On top of this the tide did not reach the expected full height, because of a rocky outcrop close by, this attempt to refloat was abandoned until the following mornings high tide.

At 1700 hrs. on Sunday the 21st March, the vessel floated, free, and she steamed off into the channel under her own power. The kedge was recovered and both vessel's proceeded to Millingimbi.

On her return to Darwin, Castlemaine entered the Dry Dock on the 25th for an examination of the hull. Damage to the ship consisted of a fractured Asdic Dome and slight sand abrasion to the tips of the propellers.

The ship left the dock the following day, for refuelling, storing and a boiler clean.

Following a Board of Inquiry, which is usual after an incident, no blame was laid on the Officers or Crew. Although it was stated that the Commanding Officer committed an error of judgement for which little blame was attributable. The ships were required to visit many unsurveyed anchorages in order to maintain supplies to R.A.A.F. Stations, and if not prepared to accept reasonable risks, this vital work could not be carried out.

April found Castlemaine escorting the supply ships to the small R.A.A.F. stations dotted around the Northern coast of Australia. At various stops the crew helped with the discharge of the cargo from the ships to the beach.

On the 20 th April, arrived at Thursday Island to refuel, provision and await further orders.

Finally on the 3rd May, departed Thursday Island for Darwin escorting SS. Darvel, SS. Burwah and HMA Tug Forceful arriving on the 6th. Sailing from Darwin on the 13th, again escorting SS. Darvel bound for Millingimbi with stores then onto Thursday Island, arriving on the 19th, for refueling and another boiler clean, remaining at anchor for further orders. On the 29th towed a lighter with 1000 drums of petrol to Red Island and returned to Thursday Island.

During May the escorting was interspersed with the crew indulging in various forms of recreation, football, cricket, and swimming teams competing against the military, HMAS's Swan, Latrobe and Wilcannia. During her stay at Thursday Island a representative party of Officer and Ratings were present inboard HMAS Swan to receive His Excellency the Governor General.

By the end of May Castlemaine had been in constant service for eleven months, during this time having steamed 28,004 miles and under way for 3,398 hours.

The 1st June while escorting SS. Darvel and the American ship Admiral Halstead in company with HMAS Wilcannia, a defect developed in Castlemaine's ASDIC. As no spares were carried, she closed on Wilcannia to 15 feet at 10 knots to collect a spare part, station was then resumed, with the ASDIC back in operation.

The following day, on meeting with ML 814, Castlemaine and Admiral Halstead detached from the other two ships and proceeded towards Cape Stewart to discharge her cargo at Yabooma Island. On completion both ships then departed for Darwin, arriving on the 5th. June for refueling and water.

Once again departed for Millingimbi on the 7th June, escorting the SS. Sibigo, on arrival as there was no pilot available for the cargo ship, Lt.-Cdr. Williams (Castlemaine's Exec. Officer) was put aboard to pilot Sibigo over the bar into Millingimbi anchorage to discharge her cargo.

On departure, 14th June, rendezvoused with HMAS Inverell, escorting SS. Tulagi and SS. Darvel. Tulagi was detached to join Castlemaine and Sibigo for the return to Thursday Island, arriving on the 17th.

On the 20th June 1943, departed Thursday Island in company with HMAS Inverell escorting the US Transport Charles P Steinmetz to Darwin, but at 2400 hrs on the 21st Castlemaine developed boiler water contamination, which was finally traced to faulty condenser tubes. Not being able to keep up with the convoy, she detached herself from them allowing sufficient time to draw away before informing Darwin of her situation. Temporary repairs were made by the evening of the 23rd., and she proceeded on both engines for Darwin arriving the following day and permanent repairs were undertaken over the next few days.

Following this it was back to escorting through Bomb Alley, though not for long, as she was soon to head south for a much needed refit and leave for the crew. Arriving in Sydney on the 20th July, after 327 days of sea-service and 4,000 hrs underway. The crew in two watches were given 14 days recreation leave during August.

During the refit the original 1916 vintage 4" gun was replaced by a newer Mark XIX HA/LA 4" gun, on a Mark XXIII mount, and the original RAAF Radar set Type 286P, a surface/air warning was modified, and a new 7'x 8' bedstead antenna being fitted to the top of the mast, which had to be shortened. This was to replace the earlier Yaggi Antenna.

The work being completed by the 25th August 1943. Also the platform for a Type 272 radar was fitted, but the rest of the equipment would not be completed until the 29th November. This new radar was fitted inside a perspex and plywood dome on a stand above the searchlight platform at the back of the bridge.

Finally the refit was finished, and handed back at the end of August although in a very untidy condition which meant a lot of hard work for the crew to get her shipshape again.

During this time there was a deterioration in Discipline, due to being back home, resulting in some of the older hands overstaying their leave. This necessitated the taking out three warrants for punishment, the first since commissioning.

After fuelling and storing, from the 1st - 3rd September it was back to escorting duties between Sydney and Brisbane. The first was convoy GP 66, northbound in company with HMAS's Wilcannia, Echuca, M.L 820 and M.L. 801. Then back to Sydney escorting convoy PG66, the rest of the month was spent escorting the following convoys, GP 67, PG 67, GP 68, PG 68, GP 69 and PG 69. ( All North bound convoys to Brisbane had the prefix GP, while Southbound ones to Sydney had the prefix PG.)

With the added topweight of the new Radar and superstructure, extra lead ballast had been put onboard in the after magazine and no. 6 tank. In hard weather conditions this appeared to make the ship stiffer and slower in her rolling motion and very much wetter down aft. To counteract the latter, it was found that the forepeak tank had to be kept full at all times.

On the 2nd October she departed Sydney, clearing the Heads at 0200 hrs. and carried out Asdic and Radar sweeps for 20 miles until the HMAS Shropshire was observed at 0512 hrs. Castlemaine then took a Northerly course until 1130 when the HMAS Manoora and Westralia were intercepted, and took station astern of them for the return to Sydney.

The next 4 days were spent doing a boiler clean by the stokers, and on the 9th. October joined and became part of Group No. 5 for escorting duties with HMAS's Warrnambool (Senior Officer) and Moresby along the East coast of Australia.

The first convoy was CO 133 to Melbourne returning with OC 133, following this it was convoy GP 75 to Brisbane returning with PG 75, CO 137 to Melborne returning with OC 137, during this time the radar was finally finished being installed, having been delayed due to the short periods in Sydney, and to this was added industrial trouble. Even though Australia was at war, some things would not change in Industry, with industrial disputes continuing throughout the war years, also completed was the fitting of the ABK. an Identification Friend or Foe Identification set. These duties continued without incident until the 13th November when it was time for another boiler clean at Sydney.

Following the boiler clean, on the 25th November L.L. sweep, tests were carried out. LL sweeping was for the destrustion of magnetic mines and consisted of two electric cables approx. 3.5" to 4" in Diameter being streamed over the stern of the ship. One cable was approx. 525 yards long and the other 200 yards, both being lashed togetheralong the whole of the short one. At the end of each cable there was an electrode. An electric current of 3000 amps was pulsed down the cables at approx. 5 second intervals creating a magnetic field which would detonate the magnetic mines.

The ship was fitted with deagausing coils which demagnitised the ship itself from forming a magnetic field large enough to explode the mines. Following these trials gunnery and Radar tests were carried out with HMAS Warrnambool off Sydney Heads and also anti-submarine exercises with the Dutch submarine K9. The ships company also were exercised in damage control, man overboard and away sea-boat, action stations, rigging emergency aerials etc.

At 2400 hrs on the night of December 2nd. while proceeding as an additional escort for convoy QL34 from Moreton Bay, a firm contact was made 2500 yds. astern of the convoy by Castlemaine's 272 radar. Putting about and following the radar blip she closed to 200 yds. when an object was observed. Castlemaine prepared to ram and when approx. 300 ft. away the target illuminated herself enough to be identified as a small U.S. craft, similar to the Australian M.L.'s., giving just enough time for Castlemaine to sheer away passing very close to the others stern.

On departing, the convoy proceeded to Townsville for oil and water before joining sister ships HMAS's Katoomba and Lithgow along with U.S. ships PC. 1124, 1131 and SC.736 as escorts for a convoy TN 187 to Milne Bay, arriving on the 10th December at 1100 hrs. After oiling from RFA. Bishopdale, departed Milne Bay at 11600 hrs. escorting the transport S.S. Katoomba, filled with A.I.F. troops for mainland leave, until Fitzroy Island was reached, when Castlemaine departed for Cairns for refueling. On completion it was back to sea to rendevous with convoy TN 190 to Milne Bay arriving on the 16th. November.

While returning from Milne Bay by herself, Castlemaine received instructions at 2400 hrs. on the 18th. to assist with some stranded ships on Bouganville Reef. Putting about, speed was adjusted to arrive at the position at dawn on the 19th. On arrival it was found that 9 U.S. ships of Convoy TN 192 had all run aground on the reef. The convoy was being escorted by the corvettes HMAS's Gladstone, (which also grounded,) Gympie & Stawell.

The rest of the convoy and escorts departed and HMAS Lithgow arrived to lend a hand.

By 0800 hrs on the 20th., the reef had been cleared of the stranded vessels, following a lot of hard and dangerous work by the 1st Lt. L. Williams and his merry band of sailors. Working for a day and half up to their necks in broken tow lines on the after deck, where the risk of injury in such circumstances was always present, and could have been fatal.

With the convoy safely afloat Castlemaine continued her passage to Cairns, for fueling then proceeded to Townsville, arriving on the 21st December. The next five days were spent having a boiler clean. Even though ship maintenance had to go on, time was taken out to celebrate Christmas 1943.

The festivities were soon forgotten as Castlemaine departed Townsville at 1700 hrs. on the 27th. December as escort to convoy TN 200, joining another convoy escorted by the corvettes HMAS's Bundaberg and Gympie bound for New Guinea. On arrival at Port Moresby, refuelled, and departed, once again as escort vessel for HMAS Bungaree towards Australia.

The following commendation for the ships work in salvaging the convoy was received.

The 2nd January 1944, saw Castlemaine escorting the HMAS Bungaree from Port Moresby to a position off Fitzroy Island before proceeding to Cairns for oil and then securing alongside HMAS Gympie. Recreational leave was given the following day to the crew while the ship was alongside. The next day proceeded out of harbour for exercises with HMAS's Warrego, Broome and Gympie, on completion of this with the latter two ships joined with convoy TN 202 to Milne Bay. On arrival went alongside the U.S.S. Victoria a tanker for fuel oil., this ship supplied oil to most of the Australian corvettes that operated around these waters. The rest of the month was spent on escort duties to New Guinea along with sister corvettes HMAS's Gladstone, Ballarat, Mildura, Lithgow and Rockhampton, until orders were received on the 24th January to proceed to Townsville for boiler cleaning yet again..

During this time the ships had to contend with cyclonic winds and seas, making life on board unpleasant and working conditions difficult, with some complete voyages made by dead reckoning as sights could not be taken because of the bad conditions.

The 1st February found her escorting convoy TN 213 northbound along with sister corvettes, HMAS's Broome, Mildura and Ballarat. The following days the weather had turned into a force 5 gale and two MTB's that were under tow were cast off to make a bid for it under their own power, which would save them an extra night at sea.

During February the escort duties were broken by a series of exercises and practices in Trinity Bay along with the corvettes, HMAS's Bundaberg, Wagga, Kapunda, and Katoomba, conducted by Commander (D) who had embarked on Castlemaine.

Following this diversion it was back to escorting duties to New Guinea, without any incidents until the 27th February, while in company with HMAS Rockhampton escorting convoy MV 68. At 0400 hrs. the Commodore in SS Grey Lag (3,300 tons) reported having broken down with engine trouble.

HMAS Rockhampton was detached to escort the remainder of the convoy, and Castlemaine took Grey Lag in tow at 5 knots. During the tow an asdic contact was made at about 500 yards causing some concern, with the ships company closing up to full action stations and preparing to drop the tow line. The contact was lost after 8 minutes and then classified as non-sub to everyone's relief.

After Grey Lag had effected temporary repairs, the tow was cast adrift at 1315 hrs. and both ships then proceeded to the dispersal point off Fitzroy Island.

Then it was another trip to Milne Bay with convoy TN 224, then as escort to the SS. Wichita Falls back to Townsville.

Castlemaine arrived at Cairns securing alongside HMAS Bowen at 2151 hrs. on the 3rd March, and prepared for boiler cleaning, when at 0500 hrs the following morning a report was received from N.O.I.C. Cairns of the possible presence of a Submarine in the vicinity of Grafton Passage

With all available escorts, Castlemaine slipped at 0630 hrs to conduct a search having embarked Comd.(D) Cairns and his staff. With HMAS's Bowen and Mildura the group swept in line abreast towards Grafton Passage, and thence through the Passage to sweep an area in the approaches. During the morning they were joined by the corvettes HMAS's Broome, Townsville and Ararat.

At 1815 hrs. Comd.(D) and his staff transferred to HMAS Ararat to continue the search while Castlemaine returned to Cairns to clean boilers. From the 5th. to the 13th March Castlemaine was cleaning boilers, and considerable painting and maintenance work was also carried out.

A party of the hands were given 48 hrs. leave to visit army camps at Atherton, with the chance to relax, taking bush walks, playing sport, different food etc. On the 11th. March a change of Command took place with Lt.- Cdr. B. Paul. Royal Australian Navy R(S) relieving Lt.- Cdr. Sullivan. Royal Australian Navy R(S).

Following her boiler clean and maintenance work Castlemaine slipped from harbour with HMAS Mildura on the 14th, joining convoy TN 299 consisting of HMAS's Gympie, Bunbury and Jannsens, Sea Marlin, Charles E. Smith, Leon Merrit, Cape Perpetua, APC1 and U.S.S Shikellany to Port Moresby. Convoys MV 67 and TN 231 were escorted over the following days.

On the 23rd March Castlemaine transferred to control of NOIC. New Guinea. Shortly after on the same day proceeded with sister ship HMAS Wagga to investigate an aircraft report of three lifeboats and an oil slick. The following day joined the HMAS Mildura, and continued the search.

On the morning of the 26th March., orders were received from NOIC. New Guinea to investigate a vessel at Keakora, which had been reported by aircraft. Castlemaine proceeded to Keakora to find the U.S.S. Canonbar (708 tons) at anchor sheltering from bad weather and a shortage of coal. The following morning the U.S.S. Canonbar was taken in tow for Port Moresby at a speed of 5 knots, arriving at Port Moresby on the 28th.March, then proceeding to Milne Bay.

On the 31st slipped and proceeded to sea in company with U.S. Submarine S42 and U.S patrol craft U.S.S. Alabaster, PC 477 and PC1120 for anti-submarine exercises, hampered by rain and poor visibility, returning to port on completion.

Castlemaine departed Milne Bay on April the 4th. for Buna to escort the U.S.S. Sea Bird to Lae, then proceeded to Langemak for fuel and water. On arrival found that there were no supplies available and departed the following day for Finschhafen, going alongside theU.S. liberty ship William Ellery Channing for fuel and water. On completion slipped and proceeded back to Langemak for overnight anchorage. Then sailed for Cape Gloucester where she was detailed to escort a convoy, as the ships had already sailed Castlemaine remained here for 4 days waiting the loading of a liberty ship. This time was put to good use with training in boatwork, upperdeck work and drills in the forenoon with sailing and recreational swimming parties in the pm. Shore leave was given one afternoon for those that could be spared. On the 12th a Church Party was landed for a special Easter Communion Service, held by the Chaplain of the 1st U.S. Marine Corps.

Following this short break it was back to work escorting the Thomas Crawford to Seaddler Harbour, departing on the afternnon of the 12th April. The escort work around this area continued until the usual boiler clean was due, and departed for Milne Bay, arriving on the 29th.

Time was taken in scaling decks where needed, painting ship overall and carrying out engineroom maintenance during this time. On completion proceeded on the 8th May with HMAS'S Bundaberg and Katoomba along with U.S. Submarine S42 for anti-submarine exercises, with Castlemaine carrying out 10 attacks with good results. This was followed by a sweeping exercise using the LL sweep. Following this rendezvoused with the U.S. Submarines U.S.S.'s Dace and Flounder and act as escort through this area.

The following months were spent in escorting duties around the New Guinea area, interspersed with some time for the crew to take advantage of swimming and polo matches, one such match was against the HMAS's Stawell and Bowen at Langemak Bay on the 26th May. Once again on the 10th the ship was engaged in exercises in company with HMAS Bundaberg, during the morning it was Radar, O.O.W. Manouvers and general exercises. In the afternoon A.A. firing at sleeve targets towed by Marauder aircraft was carried out, using short range weapons and 4" barrage firing. The Captains report was that this exercise indicated the necessity of further excersises. The personnel were very keen and showed latent ability.

The following day proceeded alongside Nelson Wharf, Milne Bay at 0700 hrs. to load Stores for the forward areas, these included Jeeps, fabricated huts, drums of oil, stores and mail. Also 4 Officers took passage, among them was Mr. Dunston a War Correspondent. Slipped at 1400 hrs for Langemak. During passage 2 depth charges were fired for exercise, speed 13 knots with a setting of 100 feet, much to the dissapointment of the crew no fish were recovered. While at Langemak on the 13th. embarked 8 tons of mail, 2 tons of electrical equipment and 15 A.I.F. personnel for passage to Madang, where she arrived on the 14th. After discharging slipped and returned to Langemak. Embarked 5 A.I.F. Officers and mail on the 15th. before continuing as escort to some ships to Saidor, then onto Madang to embark 20 A.I.F. wounded and 1 U.S.A.F Officer, then returned to Langemak on the 17th.

Refueled on the 19th May, before departing to join a 26 ship convoy including escorts to Hollandia, among this convoy were 9 L.S.T.s., each towing a L.C.T. Castlemaine continued escorting around this area, until she was due another boiler clean at Milne bay arriving on the 5th June.

At last on the 11th June Castlemaine weighed anchor and proceeded to Brisbane, via the outer Coral Sea route, encountering heavy seas most of the way, arriving 15th June at Newstead Wharf in the Brisbane River. Queensland ratings were discharged for long leave while the ship was here. The following day slipped and proceeded to Sydney arriving on the 17th. While at Sydney N.S.W. ratings were discharged for long leave while short leave was granted to the rest of the crew when they could be spared. While at Sydney Castlemaine embarked stores required for refitting.

On the 22nd June Lt. G.S. Gordon. Royal Australian Navy . superseded Lt.-Cdr. B. Paul. Royal Australian Navy R(S) in command of Castlemaine.

Finally on the 23rd June she departed Sydney for Adelaide to undergo her annual refit, arriving on the 27th, securing to D Wharf at Birkenhead. The ship was then made ready for her refit by the dockyard. The remainder of the crew were then discharged to go on long leave, with a refitting party of watch-keepers being supplied by HMAS Torrens.

By this time the ship had covered 70,456 miles and spent 7,923 hrs. at sea. The refit started immediately, and continued through most of July 1944. On the 19th June she was towed to Fletchers Slip for her docking and inspection of underwater fittings before returning to the water on the 22nd. with the ships company returning from long leave on the 24th June.

Also the original I.F.F. set was replaced by the newer Type 253 unit, the 286P radar replaced by the newer 286Q. With regard to armament the mounting for the 4" Mk. XIX gun, was replaced by the Mk. XXIII* mounting with the after Oerlikon gun being replaced by a Single Bofors Mk. 1 on a Mk. 111 mounting two days before she sailed.

After all the post refit trials and defects were completed, the ship stored and then prepared for sea by the 31st June. On the 2nd. August Castlemaine departed Adelaide for further trials which were carried out under the supervision of the C.O. of HMAS Torrens. Following the trials, sailed for Fremantle arriving on the 7th. where further defects from the refit were righted and other trials also carried out.

On the 12th. August Castlemaine in company with HMAS Horsham proceeded to Darwin via Onslow, staying there for three days. On arrival at Darwin, the ship was directed to the anchorage, where she was to remain except for fuelling and water, also the inevitable boiler clean, until the end of the month. Castlemaine was due to join a survey group led by the HMAS Moresby and sister corvettes, charting the Northern end of Australia from Darwin.

On the 1st. September Castlemaine departed Darwin for Scott reef to rendezvous with HMAS's Moresby, Echuca, Horsham and Junee, on the 3rd.

The ships remained at anchor for six days sending survey parties out to survey Scott Reef, followed by two days of surveying by the ships between Scott Reef and Browse Island, anchoring at night as the work could not be carried out during this time.

The survey group returned to Darwin for refuelling and to pick up stores, staying there for four days, before returning to Scott Reef to continue surveying the area. During this time what was to become known as the "Officers Grog Raid" was hatched by some members of the crew, who were only allowed two cans of beer a day and the Officers supposedly unlimited. While there was no one in the Officers Quarters they broke into the Officers Wardroom store and helped themselves to some of the grog. Unfortunately they were found out and 4 of the sailors, after an inquiry, landed in the brig at Stewarts Creek, Darwin, 2 for 90 days and 2 for 60 days.

Midshipman L.J. Makin. Royal Australian Navy VR. joined on the 13th, Sub-Lt. K. Delaney. Royal Australian Navy VR. departed on the 14th. and Sub-Lt. A. Dooley. Royal Australian Navy VR. joined the ship on the 21st. September.

During survey operations on the 26th. Castlemaine closed on HMAS Moresby to transfer a rating suffering from appendicitis. From Browse Island HMAS's Castlemaine, Junee and Echuca sailed for Darwin, carrying out gunnery and A/S exercises while on passage, arriving on the 29th September.

The group again departed Darwin on the 2nd. October 1944, once again for Scott Reef. During this time Castlemaine also tended to various beacons inside Scott Reef, followed by sweeping operations inside the Eastern entrance to the reef. During the periods of being at anchor, swimming and whaler sailing was undertaken by the crew, in the Dog Watches.

At last on the 11th. October the group departed for Darwin on completion of their survey duties. The following morning Castlemaine closed on HMAS Moresby to transfer another suspected case of appendicitis. On arrival at Darwin on the 14th. the ship was refuelled followed by a boiler clean over the next week. During this time the opportunity was taken to send 10 ratings to the Army Rest Camp at Adelaide River.

Then once again in company with her sister corvettes, Castlemaine departed Darwin on the 21st. October for Port Essington for exercises, including Radar plotting, night air raid attack, firing at starshells put up by HMAS's Junee and Echuca. The ships also practiced towing each other. The exercises finished with high and low angle gunnery shoots at drogue targets before returning to Darwin on the 26th. On the 29th October with HMAS's Shepparton, Junee and Horsham for company departed for Penguin Shoal to carry out survey work, which was carried out continuously during daylight and moonlight.

Castlemaine returned to Darwin on the 4th. November, for fuel, stores and to land the Commanding Officer, Lt. G.S. Gordon. Royal Australian Navy . so he could proceed to his new appointment, HMAS Vendetta, with Lt. F.B. Moss. Royal Australian Navy VR. assumming temporary command. The ship then departed Darwin at 2100 hrs. to join up with the rest of the survey group and complete the survey work.

Returning to Darwin on the 13th November Lt.- Cdr. P.G. Collins. Royal Australian Navy R(S) boarded and assumed command, with Lt. F.B. Moss. Royal Australian Navy VR reverting to Executive Officer. During this time at Darwin, general maintenance work was carried out until the 16th November when the ship in company with HMAS's Shepparton and Junee proceeded to Cape Fourcroy to lay survey beacons.

During these operations Castlemaine received orders to proceed independently to intercept the cargo ship SS. Charles F Wooster. and act as escort. On the 18th. November still looking for the cargo ship a submarine surfaced some 5 miles ahead of the ship. This caused immediate response, and with the alarm bells ringing, for the first time in many months not for exercise, the crew closed up to action stations. With the ship increasing speed, and the crew cursing and swearing they cleared for action. With guns loaded and depth charges set, the 4" gun crew hoping to get the first shot in, the submarine was soon identified as the HMS Sea Rover. on passage Fremantle to Darwin. Castlemaine received orders to act as escort to the submarine towards Darwin. The following morning at 0530 hrs., an object was sighted some 4 miles off the Port Bow and once again the crew closed and cleared for action.

On closing the sighting, it was identified as the submarine HMS Sturdy also on passage to Darwin from Fremantle. Both submarines then took station astern for the passage to Darwin until orders were received for Castlemaine to proceed to the survey area and recover the beacons before returning to Darwin that evening.

The following day the 20th November the ship proceeded to the Port Nelson and York Sound area for general survey duties, then to Browse Island under orders of HMAS Moresby. The general health of the ships company by this time was deteriorating, with the number suffering from Dermatitis increasing daily. This was due no doubt to the adverse sleeping conditions in this climate, which was stretched to the limit, due to the increased crew size and lack of space, combined with the lack of fresh fruit and vegetables and unstable diet.

The most of December was spent on survey duties as the previous months, with the occasional diversion to Darwin, for fuel, supplies and the dreaded boiler clean from the 2nd to the 8th. December.

As Christmas 1944 came around, Castlemaine was to be found at anchor in the harbour, having arrived on the 21st., this meant that the festivities could be enjoyed to a fuller extent than they would have been if the ship was at sea.

On the 27th. December 1944, it was back to work surveying the North Western area of the approaches to Darwin, under the operational orders of HMAS Shepparton.