HMS TROUNCER alongside a pier at Portland, Oregon on February 9th 1944, soon after completion. Photograph from the Bureau of Ships Collection in the U.S. National Archives (#19-N-61366).
 

HMS TROUNCER was a 'Smiter' class escort carrier (US Bogue class) built in the USA at Seattle-Tacoma Shipbuilding Co. Tacoma, Washington. Her keel was laid down on February 1st 1943 as a C3-S-A1 type freighter, Maritime Commission hull number 258; Seattle-Tacoma hull number 42. The hull was purchased by the US navy to be the USS PERDIDO ACV-47 (later changed to CVE-47 on July 15th 1943). She was launched on June 16thn 1943 by her sponsor Mrs. H.M. Bemis. Her hull was towed to the Commercial Iron Works yard in Portland, Oregon for completion and fitting out as an aircraft carrier. Whilst still under construction it had been decided that ACV-47 was to be transferred to the Admiralty on loan on her completion; she was assigned to the United Kingdom under lend lease June 23rd 1943.

Essential RN crew members for TROUNCER began to arrive in Portland beginning in early December1943 and were under the charge of Commander R. B. Cooper RN, the ship’s executive officer - and officer in charge. CVE-47 was transferred to the Royal Navy at Portland on January 31st 1944 and she was accepted on behalf of the Admiralty by Commander R. B. Cooper RN who assumed temporary command of the ship. The White Ensign was hoisted and the ship was commissioned as HMS TROUNCER (D85), she was the first ship to bear the name. she had taken a total of 364days to complete; 135 days on the ways and 229 days outfitting.

After completing her builder’s sea trials TROUNCER sailed to Vancouver, Canada to be modified to meet Admiralty requirements, receive her full crew compliment, complete sea trials and work up ready for beginning her active service. This work was undertaken by the Burrard Dry Dock Co. Ltd., North Vancouver, British Columbia.
 

Modification and preparation to enter service:

TROUNCER was the Fourteenth of nineteen escort carriers to be modified by Burrards. On arrival at Vancouver on February 20th, a week early, she was moored in the stream; at this time sister CVEs RULER, ARBITER, RAJAH and SMITER were in the hands of the Burrard’s yard and at various stages of modification. Work commenced to de-store and de-ammunition the ship before she was moved to number 7 berth at Lapointe Pier on February 27th for her alteration work to begin the following day: this work totalled 150 separate modifications and included lengthening of the flight deck, fitting redesigned flying controls and fighter direction layout, modifications to hangar, accommodation and store rooms, installing extra safety measures including major changes to the aviation fuel stowage and oiling at sea arrangements,, modifying gunnery and other internal communications, adding extra W/T and R/T sets, and improved darken ship arrangements.

As work progressed TROUNCER moved through the yards various berths; the yard could be working on six different ships at any time with separate aspects of the work carried out at different berths, the ships passing through like a production line, moving from one berth to another until complete. TROUNCER moved to No 3 on March 4th, then to No 4 on March 19th. While here her commanding officer, Captain B. J. Fisher, DSO, arrived on board.

She made one final move to No 5 berth on April 1st where her alterations were completed on April 16th; Her modifications had taken a total of 47days (45 - holidays) to complete.

TROUNCER sailed for Esquimalt, Victoria, North Vancouver later on April 16th to enter dry dock for the fitting of additional sea valves and other remedial work. She was un-docked on the 19th. She arrived back at Burrards on April 21st and was assigned to No. 8 berth to complete storing ship. She moved to the stream. On April 27th.

She next sailed on April 29th for the Puget Sound Naval Yard at Bremerton, Washington to ammunition the ship, arriving there at 10:17 on May 1st. She sailed at 08:00 on the 4th and proceeded to anchor at the US Naval Station Manchester, Washington at 09:05. She sailed at 06:55 on May 5th to return to Vancouver. On May 8th she sailed to conduct steaming, gunnery, radar and other trials and exercises in English Bay off Vancouver. On completion of these exercises, she proceeded to Esquimalt where she embarked Confidential Books and more stores.
 

Maiden voyage: Ferry trip to Casablanca on loan to US Army Air force May – June 1944

TROUNCER sailed from Esquimalt at around 19:00 on May 14th bound for San Francisco to have additional equipment fitted. She arrived at San Francisco on May 17th and was taken in hand by the Mare Island Navy Yard for additional communications equipment to be fitted to the bridge and combat communications room; this work was done by the Netson Navigation Company yard and began on May 17th and completed on the 18th.

TROUNCER sailed from San Francisco at 05:40 on May 19th for Balboa. The ship transited the Panama Canal eastbound and arrived at Cristobal on May 28th. She was joined by the Canadian frigate HMCS ORKNEY at Cristobal and the two ships departed from Cristobal for Norfolk, Virginia on May 30th. They arrived there in the early evening of June 4th.

TROUNCER arrived at Norfolk Navy Yard on June 4th and was taken in hand for repairs, alterations and installations to be carried out; she was to spend nearly two weeks in dockyard hands. On emerging from the Dockyard TROUNCER sailed at 06:00 on June 18th for New York where she arrived around 08:00 on the 19th. Secured alongside at Staten Island she was to loaned to the U.S. army to deliver a ferry load of aircraft to Casablanca. In addition to aircraft and equipment TROUNCER also embarked Army Air Force personnel for passage.

On completion of loading TROUNCER sailed from New York at Around 15:15 on the 21st and headed south for Hampton Roads to rendezvous with the US military convoy assembling there, she arrived around 14:20 on the 22nd. The next day the ship conducted D/F calibration trials in Chesapeake Bay. On June 24th TROUNCER sailed with convoy UGS 46, 1 70 merchant ship convoy bound for Port Said.

HMS TROUNCER underway with a flight deck full of US Army Air Force planes for delivery to Casablanca.
 

TROUNCER and seven merchantmen detached from the convoy in the evening of July 9th and were escorted into Casablanca by the French minesweeping sloops La GRACIEUSE, La BOUDEUSE and COMMANDANT DELAGE.

Having disembarked the aircraft and passengers at Casablanca TROUNCER sailed again on July 13th to with the Casablanca section of the west bound convoy GUS 45 for passage to Norfolk. While in Casablanca she received orders to transport a group of 7 officers, German naval prisoners of war from U-490 to Norfolk, she arrived there late on the 28th and the prisoners were disembarked at the US Naval Operating Base on the 29th.

Second ferry trip: New York to Liverpool: July - August 1944

After storing ship and receiving minimal voyage repairs TROUNCER sailed for New York around 15:20 on July 31st, arriving there around 14:50 on August 1st.

August 1st, 1944: HMS TROUNCER approaching New York Harbour to embark 1843 Naval Air a Squadron for passage to the UK.
 

At 15:00 she was berthed at 35th Street Pier Brooklyn to undergo voyage repairs carried out by the Bethlehem Steel Company’s 56th street yard. The work was completed on the 11th. While alongside the 18 Corsair aircraft of 1843 Naval Air a Squadron were hoisted aboard. The squadron had formed and worked up at USNAS Brunswick, Maine and had flown to USNAS Floyd Benet Field, Brooklyn, New York to join the ship. Here the R.N. Air Section present on the station prepared them for embarking; the aircraft were towed 11 miles through the streets and hoisted  onto the flight deck on August 2nd. They were followed by the aircrew and maintenance personnel of the squadron and their equipment and stores.

Her repair work was completed on August 11th and she sailed from the 35th Street Pier and made her way out of harbour and formed up with the east bound convoy TCU.35 which was assembling off the coast; this comprised of 50 ships. 6 of them were troop ships. Once assembled the convoy sailed later that day. After an uneventful crossing TROUNCER parted company with the Irish Sea section of the convoy around 06:45 on the 21st to proceed to Liverpool ahead of the main convoy escorted by the USS PETTITT. After being disembarked to RAF Speke 1843squadron proceeded to RNAS Eglinton, Northern Ireland on August 24th.

Third ferry trip: Liverpool to Norfolk and Gibraltar: Aug – September 1944

After a quick turnaround TROUNCER was back at sea to join the westbound convoy UCT.35 which departed Liverpool on August 26th and assembled off Oversay on August 27th. Around 223:50 on September 2nd, TROUNCER was detached to proceed to Norfolk, Virginia escorted by USS HOWARD D. CROW. She arrived there at 13:40 on the 5th and was then taken in hand for voyage repairs at the Norfolk Navy Yard. On completion of her repairs TROUNCER moved to the Naval operating Base and embarked a ferry load of aircraft before sailing around 07:15 on September 12th for Gibraltar; she was not escorted.

She arrived at Gibraltar at 17:00 on September 28th, after unloading, fuelling and storing ship she sailed on October 2nd to return to Norfolk.

Fourth ferry trip: Norfolk to Belfast October – November 19444

TROUNCER arrived at Norfolk Navy Yard on October 16th and was then taken in hand for voyage repairs. Once complete she moved to the Naval Operating Base to embark a ferry load of American airframes for delivery to Belfast. On completion of loading her derry load she sailed rom Norfolk in company with the American Destroyer the USS CLARENCE L. EVANS to rendezvous with the eastbound convoy CU.44 which had departed from New York that morning. TROUNCER made rendezvous with the convoy at 09:30 on October 23rd. Also in this convoy was her sister CVE RANEE, she had departed from New York on the 22nd carrying the aircraft personnel and equipment of 1846 (18 Corsair) & 1848 (18 Corsair) Naval Air Squadrons for passage to the UK. The convoy arrived at Liverpool on November 2nd, RANEE and TROUNCER detached off Ireland and proceeded to Belfast where both ships were to unload their airframes and passengers to RNAMY Belfast before continuing on to Greenock.

TROUNCER sailed for Greenock on November 4th and on arrival she commenced boiler cleaning.

Short work up in the Clyde training area November 27th - December 8th 1944

The ship began a short work up commencing on November 27th conducting exercises in the Clyde training area. The following she was visited by her fist operational aircraft, Barracuda BV851 from 778 Service Trials Unit flew out from RNAS Arbroath to test her flight deck arrester gear.

She briefly operated as a Deck Landing Training (DLT) Carrier on the 27th and 28th with aircraft from 768 Sqn flying out from RNAS Abbotsinch to put the flight deck and other ship’s department through their paces.

On the 29th the ship conducted D/F calibration trials off Rothesay, on completion she returned to Greenock. She overnight off Rothesay returning to Greenock on the 30th.

Fifth ferry trip: New York to Liverpool: December 9th 1944 - January 14th 1945

On December 9th TROUNCER sailed to join convoy UC.48A for passage to New York. She was sailing in company with sister CVE TRACKER which was to be loaned to the US Navy for ferry duties in he Pacific. Tat 13:00 on December 12th TROUNCER reported having a flooded compartment. She requested an escort to proceed to the Azores to effect repairs there. The request was declined and she was ordered to remain with the convoy and try to make repairs. Early on the 14th she reported that repairs had been successfully made. The convoy arrived at New York on December 22nd.

TROUNCER proceeded directly to the Bethlehem Steel Co., 56th St. Yard, for docking and voyage repairs, arriving there at 02:30. She was un-docked on the 24th and moved to the Bethlehem Steel Co., Hoboken Division for completion of voyage repairs which were completed on December 27th, the ship departing the yard at mid-day, presumably to be berthed at 35th Street Pier Brooklyn to embark a ferry load.

She sailed for the return crossing on January 3rd 1945, joining convoy CU.53 off New York, also joining the convoy was sister CVE THANE also carrying a ferry load of aircraft for delivery to the UK. This was to be a stormy passage, so rough in fact that on the 6th aircraft on both carriers had to be re-lashed on deck as the chains securing them were snapping under the violent pitching of the ship. TROUNCER was still a damaged ship; the damage assessment carried out when docked in New York estimate 14 – 15 days in a dockyard to effect complete repairs but she was seaworthy for the eastbound crossing. Both carriers made it through the severe weather and detached from the convoy when it split at around 12:15 on January 12th in approximate position 49°20'N, 17°24'W. The carriers going with the Irish Sea section, the remainder of the convoy formed the English Channel section. Around 20:15 on the 14th TROUNCER and 6 merchantmen detached for Liverpool, she anchored in the vicinity of the Bar Light Vessel to await entry into the port. THANE continued on to unload at Belfast.

After unloading her ferry load TROUNCER sailed for Greenock at 13:00 on the 17th, arriving there at 07:00 on the 18th.

Allocated to Western Approaches Command as a Deck Landing Training carrier: January 27th – March 2nd 1945

TROUNCER was now to spend another six weeks carrying out intensive DLT sessions for pilots training with 768 DLT Sqn. She put to sea to receive her first aircraft on January 27th. Her first DLT period lasted until February 10th during which time aircraft operated form her deck every day. There were three deck landing accidents during this period; the first occurred on January 29th when Sub-Lt W. R. Hodkinson RNVR in Corsair JS562 caught No.8 wire and hit No.2 barrier. On February 4th Sub-Lt N. J. Gear RNVR in Seafire MB242 caught the edge of the aft lift with his arrester hook and the aircraft ended on its nose. Another Seafire incident occurred on the following day, Lt G. C. Davies RNVR was landing on in LR65 and actually caught No 5 wire but decided to try to go around again for another approach. The hook stayed locked onto the wire and the aircraft went over the side but did not fall completely overboard as the arrester wire held it in place. After Lt Davies had been extricated from the cockpit the aircraft was jettisoned to clear the deck.

A second period of DLT sessions commenced on February 12th and convulsed on March 2nd 1945. During this period there were four more landing incidents: on February 18th Wildcat JV527 768 Sqn entered the barrier after the arrester wire parted, the starboard wing hit the island. The pilot Sub-Lt G. Luke RNVR was OK. On The 26th adhere was a n incident on the flight deck when Seafire MB26I piloted by Sub-Lt G. Robertson RNVR, hit the tail of Corsair JS721 while taxying after landing. The other two landing incidents involved Sub-Lt A. Renshaw RNZNVR – on February 28th while landing in Corsair JS805 he caught No.9 wire, then continued forward into Nos.2 & 3 barriers, the next day, march 1st in Corsair JT256 he floated over all the arrester wires and was stopped by Nos.2 & 3 barriers. On securing from flying stations on march 2nd TROUNCER was relieved of DLT duties and moored off Greenock to wait further orders.

Conversation into an Assault Carrier Flagship: March – September 1945

On March 6th TROUNCER departed from Greenock and arrived at Belfast to be taken in hand by the Harland & Wolff shipyard for work to begin to convert her the Assault Carrier role with additional modifications to equip her a Flagship for service with the 21st Aircraft Carrier Squadron based in Ceylon. On April 12th Captain G. A. Rotherham, DSO, OBE, formerly c commanding offer HMS UKUSSA, RN Air Station Katukurunda arrived to take over as commanding officer.

The standard conversation modifications involved many new pieces of equipment being installed; a new type 277 radar, a new telephone system consisting of over 100 telephones, a new Briefing Room and `Army Plot' Room’, cabins added around the 'Aircraft Direction Room,' and numerous other additions such as extra W/T and R/T sets and still further improvements to the bridge. Another important modification was an anti-aircraft armament upgrade; all existing single Oerlikon mounts on the Gallery Deck and foc'sle deck, were to be changed for fourteen powered twin mountings. The extra modifications fora Flagship included building an Admiral’s bridge and other compartments above the existing island structure, an additional communications mast added at flight deck level, starboard side aft of the island to accommodate a number of additional antennae and aerials; these two additional structures gave her a unique profile, unlike any of her sister CVEs. Additional accommodation was created for the Flag Officer and his staff.

The Japanese surrender on August 15th meant the war was over but he works was completed and her deployment confirmed. The dockyard work was completed in early September and after completing a short post modification shakedown TROUNCER began storing ship in preparation for sailed to Colombo to join the East Indies Fleet.
 

Passage to Ceylon and the S.S. EMPIRE PATROL rescue operation

The conversion work was completed by early September and the ship began preparations for passage to Ceylon. On September 10th the six Hellcats of No 889 squadron flew out to the ship from RN Air Section Woodvale, this squadron was taking passage to Australia for service with the British Pacific Fleet. However, orders were changed and the squadron disembarked the following day to RNAS Ayr and was promptly disbanded. On September 13th 1945 TROUNCER embarked the six Sea Otter amphibians, stores equipment and personnel of No 1702 Sqn from RNAS Abbotsinch for passage to Malta. She also embarked a number of aircraft for ferrying to Ceylon. TROUNCER sailed on the 14th bound for Malta, arriving there on September 22nd where 1702 squadron was disembarked to RNAS Hal Far. The ship now set course for Port Said.

September1945: HMS TROUNCER at anchor at Valletta, Malta  delivering 1702 squadron. Note the additional communications mast aft of the island added as part of her conversion to an Flag ship Assault Carrier.

At 13:15 on September 29th while approaching Port Said a signal was received from the Senior Naval Officer, Red Sea and Canal Area, instructing her to proceed to the assistance of S.S. EMPIRE PATROL, a small ex-Italian liner of some four thousand tons which was on fire about fifty-five miles away. She was operating as a United Nations Relief and Rehabilitation Administration (UNRRA) ship carrying refugees from El-Shatt Refugee Camp in Egypt to Castellorizo (Kastellorizo) in the Dodecanese Islands. A second signal was received at 14:45 indicating that she had sailed from Port Said bound for Kastelorizo, Greece that morning carrying 496 Greek refugee; this signal also suggested that she had been abandoned.

When the fire had broken out a mild panic had started, which considerably hampered the firefighters; the fire ran rapidly through the ship, which was wood panelled throughout, and soon got out of hand. The panic intensified and, despite all orders from the officers and crew, many passengers flung themselves in the water. Boats were lowered and filled, but instead of keeping close to the ship as ordered they allowed themselves to drift away. Some of the life-saving rafts and boats could not be reached at all because of the fire. It took a signal from TROUNCER informing them she was hurrying to their assistance and would be there about 16:00 to restore order amongst the passengers. There had been the assumption aboard TROUNCER that some form of help would already be on site, the S.S. EMPIRE GLORY was closer than the carrier when the emergency message was sent out. This was not the case, while still over an hour out from the scene the EMPIRE GLORY passed the carrier maintaining her course; she was carrying explosives she had decided not to go near a ship on fire. An R.A.F. Air Sea Rescue Warwick had already arrived overhead to help, and by dropping smoke floats and signalling the position of survivors enabled a plot to be made of the area they occupied.

At 15:00 smoke from the burning ship was seen and a quarter of an hour later the EMPIRE PATROL herself was sighted. An hour later TROUNCER came up to her; she was on fire from amidships as far forward as her forecastle, the lee side of which was burning, leaving a small island on the weather side on which some fifty persons were gathered, including the chief officer. Aft, she was burning as far as the after end of the after hold, being well alight with paint peeling off her sides. The remainder of the passengers and the crew, about three hundred in all, were gathered on the poop. Spread out over some four miles of sea were about two hundred passengers in boats, on rafts, and some with lifejackets only.

Outfitted as a Flagship TROUNCER had a large complement of boats, consisting of one thirty-foot motor boat, one motor cutter, two American motor whalers and two pulling whalers; of these, one motor whaler was unserviceable with a bent shaft, and the motor cutter was under repair but was made ready by 17:00. Upon arrival on the scene TROUNCER was still steaming ahead at full speed and stopping a 15,000-ton single-screw ship was not a quick manoeuvre so she ran past the EMPIRE PATROL, dropping her boats as she went. When she was stopped some three cables away cries were heard in the water and a group of survivors with lifebelts were seen, a Carley Raft was dropped, and some of the volunteer swimmers took it out, collected the survivors and brought them back to the ship. By this time the ships boats had taken some people off the burning ship, so TROUNCER slowly closed the gap between the two ships and the work of ferrying them across got underway.

Rescue operation: Above left: The S.S. EMPIRE PATROL adrift and on fire. Right: TROUNCER slowly closes on her stern in an attempt to speed up the transfer of refugees. Below left: TROUUNUCER has come alongside the EMPIRE PATROL attempts are made to secure the two ships and begin transferring refugees, ultimately this plan failed due to sea conditions. Right: TROUNCERs hanger was hastily converted into a hospital/dormitory for 420 refugees.

Being an aircraft carrier had many disadvantages in relation to rescue work and especially in close proximity; she had an overhanging flight deck and no open upper deck anywhere down near the waterline and her single screw made slow manoeuvring difficult especially with the wind on scene at fifteen to twenty knots with a short swell.

The situation on the forecastle was becoming serious the space gradually diminishing in size, but the refugees would not jump into the water, despite the fact that a boat was waiting for them. The EMPIRE PATROL’s chief officer began throwing them over one by one into the water, where they were received by TROUNCER ‘s swimmers and taken to a boat; the boats had to stand off though for fear of a passenger falling on to it or of their being crushed between it and the ship. The swimmers too were in danger, they were working in rough water conditions in a sea whose temperature close to the burning ship was almost too hot to allow prolonged work; one swimmer had to be ordered from the water to prevent him suffering injury. The chief officer was last to jump, and soon after the last of the forecastle was on fire.

Meanwhile, aft, the boats worked under the quarter and on the lee side. Rescue work here was not at all easy, the boats were rising and falling considerably with the swell. A few survivors swarmed down a lifeboat's falls, some came down a jumping ladder, some were lowered by the ship's crew, and a very few jumped. There were no signs of panic however the people they had to handle were peasants, most of whom were old people or women and children, one a seven-days-old baby, who could not bear to be parted.

Still on her own TROUNCER ‘s rescue work proceeded very slowly, and sunset was approaching. In an attempt to hasten matters it was decided to try to lay the TROUNCER alongside; the attempt succeeded, and her forecastle was laid alongside the EMPIRE PATROL's port quarter, hammocks being used as fenders and many hoses being rigged in case of the fire spreading. Unfortunately, the difference in size between the two ships meant that TROUNCER ‘s forecastle towered over the burning ship's poop, and transfer operations would clearly have been too difficult. However, the attempt was abandoned when the swell caused the hawsers passed to secure the two ships snapped. The two ships again drew apart, TROUNCER lying close to windward to give a lee.

At 18:00 the British merchant vessel S.S. AFGANISTAN, arrived on scene and she was told where to find survivors in the water and, after a short search, picked up lifeboats holding thirty-five survivors; she established R/T communication with the TROUNCER, keeping her informed of her movements.

The fire was still creeping aft and long before they had all left it was bursting out of the scuttles in the hull below the waiting people. By about 19:45, however, the last of the passengers had been taken off, the ship’s master being the last to leave; soon after he left the fire broke through the deck and the whole ship was a mass of flame.

Hoisting boats in the weather conditions was a slow job; it was now dark, though light from the burning ship helped. The boats on the lee side had to be hoisted first and then the ship had to be turned to make a lee on the other side. However, by 21:00 all boats had been recovered. In the meantime, two Air Sea Rescue R.A.F. boats had arrived; the first was manned by a volunteer crew and had to get its orders by megaphone, and neither had R/T or WIT, so it was difficult to direct them however, they assisted in the search. TROUNCER now proceeded to search for more survivors, using the plot based on the Warwick's information; Carley rafts and boats were soon found using her searchlights and more ships arrived to help. No more boats were lowered however, the ship being maneuverer alongside survivors, who were pulled on to the gangway.;

While TROUNCER was stopped to recover some survivors a boy was sighted in the water astern, and H.M. submarine SPARK, who had just arrived, was asked to pick him up. Once she had him, she skilfully came alongside between the TROUNCER's sponsons and under her overhanging wireless masts to transfer the boy before she proceeded on her way.

The search went on throughout the night, but very few more were picked up. The AFGANISTAN kept station on TROUNCER's beam until she was directed to take her survivors into Port Said about midnight. Air Sea Rescue aircraft dropped flares round the searching ships, which now consisted of the ASW Whaler HMS KLO with a covey of ten M.F.V.s, the Sloop HMS MERMAID, and a salvage tug from Port Said called the TITAN. At dawn an organized search was begun, assisted by shore-based aircraft, and soon more survivors were being picked up. The heavy cruiser HMS DEVONSHIRE and two A.S.R. launches joined the party and the whole area was combed until about 11:.40. At this time the search was abandoned and all ships except the MERMAID, proceeded into Port Said. Thirty-three passengers had died, including 14 children, most died before the rescue operation began. At Port Said, over 420 people were safely disembarked from HMS TROUNCER and were taken away in ambulances waiting on the quay side.

After all the rescued refugees had departed TROUNCER embarked stores and fuel before she transited the Suez Canal, arriving at Colombo on October 14th.
 

Nominated for return to the UK

By the time the ship arrived on station she was no longer needed for the 21st Aircraft Carrier Squadron which was soon to be disbanded as its escort carriers were gradually stood down and returned to the UK. TROUNCER was ordered to sail for the UK via South Africa where she would embark aircraft and passengers, ultimately to be paid off on her arrival back on the Clyde. After refuelling, storing ship and embarking passengers she sailed from Colombo on October 18th bound for Durban. After a brief call at Durban on the 28th she arrived at Cape Town on October 30th.

While alongside the ship embarked stores, equipment and aircraft from R.N. Air Repair Yard Wingfield for return to the UK. The embarked aircraft included 2 Harvard trainers and 3 Stinson Reliant communications aircraft. She sailed from Cape Town on November 17th; her route home is unclear; from the Cape of Good Hope, she could have entered the South Atlantic and taken the western Africa route or returned to Colombo and the through the Suez Canal. She arrived on the Clyde on December 14th 1945. This marked the end of her operational service, and once her passengers had been disembarked work began to off load her cargo and airframes from South Africa. Many of her crew left the ship, being drafted to RN Barracks ashore. Work began to -store her in preparation for her return to US Custody. Additional hands arrived on board as a steaming party to handle the ship on her final voyage.

Disposal: Return to US Custody

On completion of de-storing and the removal of Admiralty equipment HMS TROUNCER sailed for Norfolk, Virginia on January 26th 1946; her voyage was to see her call at Trinidad and Bermuda before arriving in the U.S. One Possible reason for calling at Trinidad would be the embarkation of RN personnel from RNAS Parco for passage to the US for onward transport to the UK. The station had been running down to closure at the end of February, its last operational units having been disbanded in October 1945. She could also have been carrying military and/or civilian passengers to the island. It is believed that the stop over at the RN Dockyard was to deliver stores, equipment and possibly a draft of naval personnel.

She arrived at Port of Spain, Trinidad around February 12th, sailing for Bermuda the next day arriving there around the 18th. After disembarking stores and personnel she sailed for Norfolk on February 19th, arriving there on the 21st.

On March 3rd 1946 a USN Care & Maintenance party embarked to inspect the ship and take possession of CVE-47. HMS TROUNCER was now officially paid off. No further use was too be made of her as an aircraft carrier and she was marked for disposal on March 23rd, and struck from the Naval Vessel Register on April 12th 1946 and put up for sale.

She was sold to William B. St. John of New York City and delivered to her purchaser 6 March 1947 for conversion to a merchantman [1]. Sold to the Lancashire Shipping Co Ltd she entered service in 1949 as ' GREYSTOKE CASTLE' an f 8,028 GRT cargo ship. chartered by Shaw Savill Line 1954-57 and renamed ‘GALLIC’ and operated on NZ South and East Africa services. Sold to Ben Line Steamers Ltd 1957 re named ‘BENRINNES’ 1959. Leased to the Avon Steamship Co Ltd 1967 to 1971. sold in 1973 to Chin Tai Steel Enterprise Co., Formosa for breaking, arriving at Kaohsiung under tow on November 3rd 1973.

Last modified: 01 November 2024

Primary information sources
 

Additional sources:

Fold3.com various documents including;

Admiralty War Diaries

Norfolk Navy Yard War Diaries

Mew York Navy Yard War Diaries

Miscellaneous documents