Journal of the Australian Naval Institute

Spring 2003

AUSTRALIAN NAVAL INSTITUTE
The Australian Naval Institute was formed and incorporated in the Australian Capital I crritorv in 1975- The main objectives of the Institute are:
 •	to encourage and promote the advancement o\' knowledge related to the Navy and the maritime profession; and
 •	to pro\ ide a forum for the exchange of ideas concerning subjects related to (he Navy and the maritime profession.
The Institute is self-supporting and non-profit-making. Views and opinions expressed in the Journal <>t the Australian Naval Institute are those of the authors and not necessarily those of the Institute, the Royal Australian Navy or the Australian Defence Organisation. The aim is in encourage discussion, dissemination of information, comment and opinion and the advancement of professional knowledge concerning naval and maritime matters.

Chief of Navv

PATRON Vice Admiral Chris Ritchie. AO RAN

President
\ ice President
Secretary
Treasurer
journal Editor
Councillor
Councillor
Councillor
Councillor
Councillor

COUNCIL MEMBERS
Rear Admiral Rowan Moffitt. RAN
Captain Richard Menhinick. CSC RAN
Commander Peter heavy. RAN
Lieutenant Commander Craig ()pie. RAN
Mr Andrew Forbes
Commodore James (ioldriek. CSC RAN
Captain Peter Jones. AVI RAN
Captain Ray Griggs, CSC RAN
Dr David Stevens
Commander Kevin Corles. RN/N

Public Officer

Lieutenant Patienee Neal. RAN

AREA REPRESENTATIVES
The following Institute members have agreed to act as points of contact on membership issues and for submitting articles, book reviews and correspondence for [he Journal.

use. Canberra ADFA. Canberra \l)l \U\ Newcastle Darwin
DMAS Albatross DMAS Cairns DMAS Creswell DMAS Penguin WW \S Stirling MIIQ. Sydney New Zealand

CM DR Craig Pritehard Dr John Reeve CMDR Mill Garner LCDR Jo Basttan
(API Steve Pearson LEUT Darryn Mulliiis CMDR Henry Pearce CMDR John Shevlin
CAP T Ray Griggs CAPT Peter Jones CMDR Kevin Corles

craiu.pritchardwdefcncc.gov.au
j.recvcn/ adfa.edu.au hill.garncradefcncc.gov.au jo.basiiana defenee.gov .an sfcphcn.pcarsoiyadcfcncc.gov.au darryn.mulIins'q defence.gov.au henry.pearecadefcnee.uov.au john.shevlina defence.gov.au rav.griugstq defence.gov .an peter.jones I4(a defenee.uov.au kev in.corles a n/df.mil.n/

Journal of the Australian Naval Institute

www.navaiinstitute.coitt.au

Number I to

The Australian Naval Institute PO Box 2d. Red Hill ACT 2603
CONTENTS

AM Friends/Supporters/AM Library,
From the Kditorial Board/Guidelines for the I'se of Pen Names
AM Press Book Sale
A Maritime Focus - The Future Strategic Challenge for Australia Captain Richard Menhiniek. CSC' RAX
Maritime Interception Operations Screen Commander in the Gulf Part II - Operations Bastille and Falconer
Captain Peter.Janes, AM RAX
Operation Falconer- KAA Clearance Operations
Lieutenant Charles Bourne, RAX
The Role of a Deployed Psychologist During Maritime Operations
Lieutenant Sarah Chapman, RAXR
How Old is Australia's Navy?
Sea Control and Surface Combatants
Australia's Maritime Dependence
\\ hy the ADF Needs Major Surface Combatants
Sea Power Centre-Australia
200.3 Vernon Parker Oration - Freedom of the Seas
Professor Geoffrey Till
Shiphandling Corner - The Adelaide Class FFG - Part I
('apiain Ray Griggs', C SC R.4X
BOOK REVIEWS:
•	Terrorism, Afghanistan, and America's New Way of War
Reviewed hy Dotty Steele
•	Hands to Boarding Stations: The Story of Minesweeper HMAS Hawk
Reviewed hy Lieutenant Commander Grey Swinden. R I \
 •	Christmas Island, Indian Ocean Reviewed hy Captain Ray Griggs. CSC RAX
 •	Zeebrugge
Reviewed hy Captain Allan dn Toil. RAX

2 3 4 5
12
IS
23
27 35
n
42

ABN 45 4SX 480 2 J9

ISSN03I2-5S07

Front Cover: Coalition RIIIBS embarked in I (MAS Kanimhla (RAN)
Back Cover: UMA Ships Kanimhla and Darwin deployed to Operation Falconer (RAN)
The Journal of the Australian Naval Institute is printed by: New Millennium Print I 38 Kembla Street, Fvshwick. ACT 2604
Spring 2003

Journal of the Australian Naval Institute
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BECOME A FRIEND/SUPPORTER OF THE ANI
The companies listed below have demonstrated their support for the aims of the Australian Naval Institute by becoming Friends or Supporters of the ANI. The Institute is grateful for their continued assistance.
Raytheon Australia
LOPAC and SAAB Systems Australia Thales Underwater Systems
For more details on how to become a friend supporter of the Australian Naval Institute, please contact Commodore James (ioldrick. CSC RAN. telephone (02) 626XX600 (bh)
J'he Institute is also grateful to the Sea Power Centre-Australia for its corporate subscription, allow ing the Journal to be sent to all RAN ships, establishments and cadet units.
ANI LIBRARY
fhe ANI library is located in new premises at Campbell Park Offices (CP4-1-039). The collection, which numbers several hundred books on naval history and strategy, and more general defence matters is being managed by the Sea Power Centre-Australia on the ANFs behalf. By combining resources with the Sea Power Centre's own reference collection. ANI members now have access to an unrivalled and often unique selection of research material. The library is normally available for use 0900-1630 each weekday, but please ring to confirm this before your arrival, particularly if visiting from outside Canberra. As this is a reference collection, it is not possible to borrow the books. Contact is Mr Joe Straczek on (02) 62062641 or iozcf.strac/ekiu defcncc.tipv .au.
The Institute will gladly accept book donations on naval and maritime matters (where thev will either be added to the library or traded for difficult to obtain books). Inquiries should be made to:
Joe Straczek
Naval History Directorate Sea Power Centre-Australia CP4-I-040 Canberra ACT 2600
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Journal of the Australian Naval Institute
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FROM THE EDITORIAL BOARD
The Editorial Board seeks articles on naval or maritime issues for publication in Has Journal. Articles may range in size from a few pages to 10+ pages - anything larger should be submitted to the Sea Power Centre-Australia for possible publication as a Working Paper (spca.scapow era/ defence.gov .au). Articles concerning operations or administration policy are of particular interest but we will consider papers on any relevant topic. As much of the RAN's operational and administrative history is poorly recorded, the recollections of members (and others) on these topics are keenly sought.
Back copies of the Journal (where held) cost S5 for members and SI 5 for non-members. The Institute will take back old copies of the Jumna! if members no longer wish to hold them.
EDITORIAL BOARD
Editor	Mr Andrew Forbes	andrew.forbes\<a defence.gov.au
History articles	Dr David Stevens	david.stevens.Tt/defence.uov.au
New Zealand articles	CMDR Kevin Codes	kevin.corlesw n/.df.mil.nz
Shiphundling Corner	CAPT Ray Origgs	rav.uriuusiudefenee.gov,au
Book Reviews	Dr John Reeve	i.rcevetoadfa.edu.au
GUIDELINES FOR THE USE OF PEN NAMES
One of the purposes of the Australian Naval Institute is to encourage a vigorous, robust debate about naval and maritime matters. The Journal of the Australian Naval Institute is one of the primary vehicles within the Institute for this debate to take place. The introduction of pen names is a way for all members to more actively enter into and improve the quality of debate within the Journal.
If a member wished to publish under a pen name the Editor must be advised either in person or in writing of the identity of the individual that wishes to use the pen name. The Editor will confirm in writing to the member seeking to use a pen name that the name has been registered and can be used.
The Council of the Institute has endorsed the following conditions on the use of pen names:
 •	A pen name must not resemble that of a real person or be likely to be confused with a real person whether related or not to the Institute.
 •	The Editor reserves the right to reject unacceptable pen names or those that may be subject to Copyright or Trade Marks.
 •	In confirming in writing that a pen name can be used, the E.ditor will also agree not divulge the identity of the author to any member of the Institute other than for reasons required by law
 •	A pen name will remain linked with the author until such time as either the author or the Editor terminates the arrangement. The Editor or future Editors remain bound by the confidentiality agreement as to the author's identity even after use of the pen name has ceased.
 •	If agreed by the E.ditor a member may have multiple pen names as long as the registration process is followed for each pen name.
 •	An article submitted for publication is to clearly indicate to the E.ditor that the pen name is to he used.
 •	The Editor's right to reject, seek alterations to or edit any article or letter submitted for publication is not altered by the use of a pen name.
The Editor is available to assist in the development of a suitable pen name.
Spring 200$

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ANI Press Book Sale

The Australian Nasal Institute has a number of copies of the following books available for sale a $12.50 each (includes postage). If you wish to purchase copies, please contact the Institute's Business Manager.

Military Strategy: A General Theory of Power Control
by RAIAI J.C  Wylie. USN ll)67. softeoser. I 1 I pp.
The basis of this book is the author's belief that current thinking on strategy is Superficial and inadequate and he therefore proposes a general theory of strategy to better reflect planning for war. Wylie believes that previous well known strategists have concentrated on the detailed specifies of war. rather than on why wars are managed the way they are.
Wylie believes there are three strategic theories currently in use. with one newly emergent: contmcntalist. maritime, air and national liberation. Importantly he sees them as being single-Service oriented (as they probably were at the lime); and thus having limitations as overall strategies for war (albeit with Mao's theory being the most sophisticated strategy). Given his assessed [imitations ol current strategies. Wylie proposes a general theory based on four assumptions: despite whatever effort there may he to prevent it. there may be war: the aim of war is some measure of control over the enemy: we cannot predict with certainly the pattern of the war for which we prepare ourselves: and the ultimate determination in war is the man on the scene with a gun. His general theory is then based on the following theme: the primary aim of the strategist in the conduct of war is some selected tlegree of COtttroi of the enemy for the strategist's own purpose; this is achieved hy control of the pattern of war; am/ this control ol the pattern of war is /tad by manipulation of the centre of gravity of war to the advantage of the strategist and the disadvantage of the opponent. While some of the ideas in the book are dated, it does provide concise explanations of current strategies thai would be useful to staff college students

A Few Memories of Sir Victor Smith
1992, softcovcr, 64 pp.
The basis of this book is a number of interviews with VAT Smith about his Dearly 49 years of naval service with the RAN: from a 13 year old cadet midshipman at the RAN College in the mid-late lu20s. service with the Royal Navy in WWII, various high level positions culminating in his appointment firstly as the Chief e>\' Naval Staff and then as the Chairman of the Chiefs of Staff Committee. His recollections of life as Cadet at the Naval College arc fascinating, as well as his various specialist courses undertaken in the UK with the RN. Combined with service aboard HMA Ships Australia and Canberra, these recollections, while being interesting history, provide a basis for comparison with training today.
Admiral Smith is widely recognised as the father of the Fleet Air Ann and it is no surprise that he devotes a lot of space to naval aviation. Originally trained as an observer. Admiral Smith tlew in Swonf/ish torpedo bombers and Ftt/mer fighters in the Atlantic al the beginning of WWII, taking pan in an attack on the Scharhorst in 1934. At the end of WWII. Smith was tasked with drafting a plan for the RAN fleet Air Arm. a project that helped set up the Fleet Air Arm that exists today.
Smith's description of the post war RAN provides us with an interesting perspective on the development of the RAN during this period, especially in the period from the mid-Who's to the mid 1970's.
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A Maritime Focus - The Future Strategic Challenge
for Australia
by Captain Richard Menhinick, CSC RAN

Australia is located in one of the most complex open ocean, littoral and archipelagic maritime regions in the world. The sea is the defining physical characteristic in the region. The overwhelming significance of this is that the Australian mainland has no land borders: this is a strategic advantage that needs to be understood in the future to avoid it becoming a strategic liability-Australia's maritime status is an enduring strategic reality. There are many more effective ways to influence or overcome Australia other than via a military invasion. Indeed even in a narrow military sense Australia's strategic interests are not restricted to the sea-air gap to the north of the continent. However, defence against such invasion through the maritime approaches has since 1986 been the prime force structure determinant in Australian defence planning. As an alternative to this. Australia now has the opportunity to appreciate that a mature maritime capability can provide the mobility and power projection capability to deter aggressors engaged in operations against Australia's interests at a distance from Australia itself. Such an understanding would lead to the implementation of a credible maritime strategy.
The future strategic challenge for Australia is one that focuses on sea control as the basis for the defence of Australia, which includes its broader interests. Sea control is a basic prerequisite for protection of trade and the projection of power ashore from the sea. A maritime strategy has an emphasis on manoeuvrist, not attrition based, warfare and operations across the continuum of conflict in a location of Australia's choosing and not on the mainland of Australia or its direct approaches.
Notwithstanding the success of the [999 East Timor operation. Australia's ability to project national power in support of Government policy, in a situation where Australian forces are actively opposed, may be constrained by a maritime capability that is orientated more towards sea denial" operations rather than sea control. To rectify this, future force structure development should relied the fact that in an era of uncertainty  Australia  may  well  need  to

project force through the maritime environment.
This    re-emphasises    a    maritime    strategic approach for Australia.
Broadly speaking, in support of a maritime strategic approach. Australia's national interests are in reality integrated with the environment beyond the coast and need to be expressed in terms other than purely war or peace but as part of a spectrum of conflict with many overlaps. Defending interests is more than defence of national borders, and except lor distance, the sea removes impediments for the projection of power and the defence against aitacks on interests. A strategic approach that emphasises a continuum with many overlaps, is something very relevant to maritime forces because they interact constantly with various points on the spectrum. One of the centra) features of a maritime strategy is that it has an application throughout the continuum of operations. What this means is that benign operations are just as relevant to a comprehensive maritime strategy as combat operations and that maritime strategy has a well defined peacetime dimension.
Technology and social geography is important for Australia. Australia exists in a region of instability and significant military spending. Although a western liberal-style democracy, it cannot assume that there is no threat to its national survival over the longer term. The German strategist tail von Clausewil/ in avoiding what he termed "abstruse definitions of war' wrote in 1S32 that: war is ...an act of violence intended to compel our opponent to fulfil our will.' However, in the chapter that he dedicates to defining what is war. C'lausewitx moves from this narrow definition to describe war as a political instrument, a continuation of political commerce. The statement that war is a mere continuation of policy by other means is important, as Australia Comprehends diplomatic anil international realities.
lor Australia, the different cultural outlooks that determine policy, especially in the Asia-Pacific region, must be acknowledged for war to be understood. Australia must be prepared to employ stratagems that reflect these

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realities. This includes the fact that the region is a maritime geo-strategie environment Building on this. Australia has an opportunity in future strategic papers and policy to mould and inform force structure development and the drafting of national police documents such as Defence White papers by an understanding of doctrine. Defence 2000; Our Future Defence Force stated that Australia's strategy is fundamentally maritime, which should be expected given Australia's geo-strategic situation. However, the reality is different when maritime doctrine is assessed and the term maritime is analysed. This is no surprise as it was not until 2000 that the RAN produced a maritime doctrine publication which aimed to explain maritime doctrine thoroughly and most importantly, in an easily understood way.
As noted. Defence 2000 and previous
Defence papers did not utilise the term
maritime in its correct doctrinal sense. This in
part was because Australian maritime doctrine
did not exist in a readily accessible form for the
policy developers. The doctrinal problem is
being redressed, with the issuing of Australian
Maritime Doctrine in late 2000. and a range of
additional doctrinal publications currently
under development. This should lead to
contemporary	strategic	circumstances.
Australia's maritime environment, and likely
future requirements better driving force
structure decisions. Contemporary strategic
circumstances.	Australia's	maritime
environment, and likely future requirements should drive force structure decisions. The foreseeable strategic situation is characterised by uncertainty, operational variety, and potential danger. In short, capabilities should be tailored to reflect this variety. The traditional flexibility of maritime power, revolving around sea control, is a most valuable strategic asset in the face of uncertainty. This leads to a conclusion in favour of achieving adequate surface capability, as well as a balanced, integrated, and interoperable fleet.
Underpinning such a maritime strategy is the strategic concept of sea control. Control of the air is an integral and essential element of sea control. Without sea control, maritime power projection can not occur and forces cannot be operated ashore. Additionally, trade to and from Australia can be interdicted at will. However, the central role o\' sea control for Australia's strategic security remains obscured by Australia's  consistent  coiitinentalisi   approach.

The lessons of history rc-enforce this fact.
Despite emphasising correctly the need for a balanced force structure, by not reflecting B maritime strategic approach. Defence 2000 sets the force structure determinant in the Australian Defence force (ADF) as capabilities most necessary for the defence of Australia in its explicit sense. That is those utilised for the defence of Australia and Us direct approaches. This is because despite the acknowledgment that tasks such as Contributing to the Security Of the Immediate Neighbourhood (CSIN) and Supporting Wider Interest (SWI) are important, and indeed tasks the ADr does on an almost daily basis, these are not viewed as basic requirements to defend Australia. The strategic task of Defending Australia (DA), that is military combat in Australia's direct approaches and on the mainland itself is in essence a continenlalisl strategic posture and it has the major impact on force structure priorities. As stated, we are confident thai forces built primarily to defend Australia will be able to undertake a range of operations to promote our wider strategic objectives.
Moving on from Defence 2000, the report Australia's National Security: A Defence I pdate 2003 does reflect an increasing likelihood for Australia to be affected by events OUlside the immediate neighbourhood and the need to operate there. One change is that the report does focus more on niche capabilities for specific and limited involvement in coalition operations.'' However, the maritime nature of Australia's environment is not the focus of the 21103 L'fh/ale. Maritime strategy, maritime doctrine and strategic realities in the Asia-Pacific region would indicate that defending Australia's national interests continues to revolve around a balanced, technologically advanced force structure and this may well be emphasised in future Defence White Papers.
The post Cold War period has been witness to a shift in emphasis for military forces from the traditional concepts of the decisive battle. territorial conquest and mter-state wars to a more uncertain period. This is not to state that the traditional military role has been made irrelevant, but rather that additional and often more complicated and delicate roles have been added. It is also true that the changes have been most pronounced for western liberal democracies. However, statements that there is now little identifiable conventional threat to national  existence should  be  restricted  to  the

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North American tandmags and Western Europe. Nations in the Asia-Pacific region that do not have the historical thread of liberal democracy are still establishing national identities and in some cases borders, and these nations are still very much rooted in the traditional military outlook of survival of the nation state.
Another enduring strategic reality is that the existence of radicalism and terrorism outside of statc-on-state con 11 id is not new. In fact state-on-state conflicts exist alongside non-state terrorism and anarchy throughout history. Terror against civilian populations was common in the Crusades for example, as it was in the Viking raiding parties that attacked Britain and with notable historic figures such as (ihenghis Khan and his forces. What is new is its reach and impact on civilian populations that arc not directly involved. This is due in the most part to the immediacy and intimacy of modern media reporting. This fact needs to be understood for the era post 1 I September 2001 to be seen in perspective. The geo-strategic reality remains. Interests and geography both need to be defended in 2004. as they did in 1004. This calls for a  maritime  approach, as  for Australia,  a

maritime  approach  defends  interests  and  thus geography.
Both Australia's strategic environment and sovereignty are maritime in nature. Within this context there arc at least live major ways in which future strategic issues are uncertain, first. Australia exists in an uncertain landscape of political and economic development within the region. Second. Australia faces a spectrum o\' possible conflict and threat environments ranging from peace to high intensity conflict, which may involve the ADT in diplomatic, policing, peacekeeping and enforcement, and war fighting roles. Third. Australia's maritime forces mav have to conduct various combinations of littoral and blue water operations, fourth, these operations may involve various combinations of coalition, allied, and self-reliant operations, finally. Australia needs to understand that these operations may be either within the Asia-Pacific region or out of area. The last point is predicated on Australia's responsibilities in Antarclica. anil on the economic and strategic importance of Indian Ocean issues, which is likely to increase. Influencing these live issues is the increasing legal complexity of maritime jurisdictions in the

HMAS Balikpapun married up to HMAS Manooru, with HMAS Hawkeshury coming alongside off the Solomon Islands (RAN)
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region.
Regional economies will increasingly depend 00 energy imports from locations both in the Vsia-Pacific region, such as Australia itself, and from outside the region. This includes the Persian Gulf, an area that already features in Australian deployment considerations. Such an array of uncertain circumstances implies a wide variety! oi possible sea power roles. Goodwill activity and coercive diplomacy require presence and visibility in the form of port visits, exercises or simply the strength of presence, so as to influence the maritime security environment in line with Australian national interests. Constabulary tasks may involve issues of migration. smuggling (drugs, guns and contraband), fishing and resources, piracy, and (he einironment All of these tasks are likely to have a higher profile in the future. High intensity operations are likely to involve both sea control and denial for purposes of defence of sea lines of communications, blockade and support of amphibious and land operations. In short, there is no truer example than that in the Asia-Pacific region of Sir Julian Cornell's fundamental principle that maritime strategy revolves around lines of sea communication. This can only be more true of the region with the continuing pace of economic globalisation. Ibis results in nations being more intcr-dcpcndcnt than previously for economic growth, societal stability and prosperity, and even the survival of the government or political structure.
Despite the increasing importance of trade to Australia's economic, social and political stability. the 1986 Review of Australia'S Defence Capabilities (Dihb Report) down played the importance o\' trade staling that the need to protect sea lanes out to a considerable distance is based on a tendency to overestimate the importance oj trade to our national economy. The Report stated that a w idespread interdiction of trade would only occur in a global war in which Australia could plan on being practically Self-sufficient in most food, raw-material, and energy resources." The emphasis that military strategy is almost solely focused on combat operations, on the defence against a direct military attack to Australia itself, has been at the heart of Australian strategy since this Report, and it reflects the Report's continentalist nature. Dibb based bis reasoning, with respect to trade issues, on the fact that Australia is a net exporter Of energy and that a blockade or serious interdiction of trade would only be possible in a

global conflict. However, with globalisation resulting in greater interdependence or economics, great harm could be done to the economy and the people of Australia by low-Icvel economic warfare against Australian trade at distance. This impacts on the likelihood of interdiction of trade. Such interdiction would not require global war. as it could be accomplished via low technology, locally based attacks in choke points such as straits and via high technology attacks in the open ocean.
Moreover. Australia's reliance on overseas sources for manufactured high technology and consumer goods, the bulk of which travel by sea. makes the Australian economy and social condition vulnerable to trade interdiction. It should be noted that trade interdiction need not be the stereotyped sinking of ships as in the two world wars, but merely delays in the just in time supply chain that typifies the western trade and manufacturing system.
What docs all this imply for Australian military strategy given the maritime nature of the region? Australia's current military concept of strategy reflects an enduring strategic preference for prevention of the conditions under which a lineal could develop to the Australian mainland by achieving decision in the maritime approaches rather lhan the mainland itself." Australia's approaches include the archipelagos of Southeast Asia and ilie Southwest Pacific, referred to as the inner are. The inner are is characterised as a littoral environment in which the three operational domains of sea. land and air converge. However, this emphasis on the Australian mainland and maritime approaches needs lo be carefully scrutinised. Threats to Australia's national interests may develop which do not involve threats lo Australian territory itself or to the maritime approaches.
Dr John Reeve has noted that.
the concept of defending the inner are is tas
it stands) strategically flawed, potentially
dangerous,     and    In     need    of    further
development. It is /lowed because it does not
relate concepts such as manoeuvre in the
littorals to relevant principles  of maritime
strategy, especially sea control.
He then staled that: a concept for defending the
inner are must pay attention to controlling the
sea or risk failure.     He also highlighted the
dangers of the inner are concept as it tends to
neglect   the  extent   of the   Indian  and   Pacific
Oceans    and    their    intrinsic    relevance    to

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Australia's national security and the need to heller understand and respond to the fundamentally maritime nature of the region.14 This supports the need for the development of Australia's military strategy and ultimately its Defence White Papers to be based rigorously on doetrine. especially that of maritime doctrine.
The maritime nature of the Australian environment has made it essential that Australia be able to conduct effective and successful maritime operations in support of its military strategy, especially within these regional areas. As Dr Eric Grove wrote, the use of the sea for movement is itself the core oj maritime strategy in its traditional sense. Tradition in this sense is reality for an island nation in a region that is dominated so completely by the sea. The use of the sea for movement is the core issue facing Australia. Indeed, due to the overwhelmingly maritime nature of Australia's environment, any aggression against Australia, or any military action taken by the ADF in the region, will have a substantial, if not overwhelming, maritime component. Moreover, the dislocated nature of the Australian population, limited continental transport infrastructure, and outlying territories mean that the sea is essential for movement of civilian and military cargoes e\en within Australia's own national boundaries.
Issues such as these require analysis not only from an Australian perspective but also in the light of other contemporary' maritime doctrines and the global influences that formulate a national strategy. for future strategic development the maritime environment should be the principal factor influencing the nature and attributes of a maritime power. Australia, however, displays many attributes of being a maritime nation with a continentalist outlook, most notably in the mythology of the bush in its military history. The bush mythology is used as the defining characteristic of the true Australian. The sea is reduced to the beach and its immediate vicinity. The challenge is to bring the air power, sea power and land power necessary to execute a maritime strategy to the area of operations via sea.
These matters necessitate review by taking into account the development of maritime strategic thought, highlighting the lessons of history and examining contemporary maritime operations and doetrine. The issue of legal jurisdiction and how concepts such as innocent passage, archipelagic sea-lane passage and high seas permit maritime forces to operate with great

flexibility in support of government policy need to be considered as well.
Australia's need for a maritime focus to strategy is greater than the specific requirements to conduct air warfare and to operate capable surface combatants. Maritime strategy also requires a logistic capability, both sea and air. amphibious seal ill platforms, an effective mobile army, long range maritime patrol, surveillance and strike aircraft, industrial maritime repair, maintenance and construction infrastructure and a credible merchant marine.
To a large extent given Australia's economic capacity, these elements exist within Australia to a reasonable degree. Nevertheless the current force structure has resulted in the absence of critical maritime enablers to ensure sea control in anything but a low-level contingency. The proposed Air Warfare Destroyer, with a capability to assert sea control, is needed to rectify this situation. Until this project delivers such a capability, there will remain an inability to defend sea lines of communications, and there will be a relatively poor power projection capability in anything other than a benign environment. A dedicated replenishment at sea capability is also necessary as a specific force multiplier that extends the range and endurance of surface combatants and other elements of a maritime task group, enabling the power projection and protection of sea lines of communications away from a shore support base. Afloat support ships are also required to sustain land forces and ADF forward operating bases.
Australia cannot conduct a meaningful maritime strategy in the absence oi platforms capable of asserting sea control including control of the air. There is a fortunate juncture in technological development and ADl equipment obsolescence, which provides the opportunity to implement a sea control capability whilst acknowledging the reality thai Australia can only ever be a medium power with a limited ability to project force. This military capability is restrained by the realities of economic power, weak national industrial infrastructure, and sparse population. However, in noting these geo-strategic realities, there is little doubt that the requirement for a credible maritime power projection and sea control capability is entirely justifiable.
As 2004 approaches the challenge is for Australia to devolve from the historiography that  has  bound  the  nation  to a continentalist

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s iew of strategy ond to embrace a maritime strategic perspective. Such a perspective would lead to a truly joint maritime capability with the benefits of such a capability appreciated as central, not ancillary, factors in Australia's Strategic posture.
About the Author
Captain Richard Menhinick joined the Royal Australian Naval College in 1976. After graduating in 1986 he undertook practical sea-training culminating in the award of his Bridge Watchkeeping Certificate in 1982, In I9S7 he
undertook    the    Principal    Warfare    Officer's
course and then served on exchange at sea with
the Royal Savy for two years. This posting m, h/ded a deployment to the Persian Gulf for the Iran-Iraq War. On return to Australia he served at se,i in the 19911-91 Gulf War. After this he spent two vears as Fleet Direction Officer in Maritime Headquarters and was then appointed lis Executive Officer of HMAS Hobart from 1993-95. On promotion to Commander he was posted firstly as head of the Operational Design Group at the Savy Combat Data System Centre, where he established the ADF Tactical Data I ink luihoritv lie was then the Deputv Director Surface   War/are   Development   at   Australian
Defence Headquarters, He assumed command
of the new frigate HMAS Warramunga on 2-1 January 2000. Following promotion to Captain he became the Director of the Sea Power ( entre. Australia in T'ehruary 2003. He has been appointed as the Commanding Officer of HMAS  \nzae from December 2003.
' Sea Control is verv much a multidimensional concept as it encompasses the control of the air. control of the surface of the sea. control of the undersea water column, control of the littoral sea and landmass and control of the electro-magnetic spectrum. Australian Maritime Doctrine defines the concept of sea control as that condition which exists when one lias freedom of action to use an area of sea
tin one's own purposes and. if required, deny its use to an adversary, (p. 39.) It is a relative rather than absolute concept with the aim being to establish sufficient control, in a particular area, for a period of tune, to enable one to use the sea for one's own purposes
Sea Dental as a maritime strategic concept is in effect a subset ol sea control. Australian Maritime fio, nine defines sea denial as the ability to deny an adversary the ability to use the sea for their own purposes w about necessarily being able to utilise the s, a tor vourpurposes at die same lime. (p. 39.)

' (   von Cluusewit/. On War. Rapoport. A (ed).
Pelican Books Ltd. I laminonsworlh. Middlesex,
Hngland 1968, p. 101
4 ibid, p  ILL
' Department of Defence. Defence 2000: Our Future
Defence Force. Canberra. 2000, p. vt
ibid. p. x.
ibid. p. 46.
' Department of Defence. Australia's National Security A Defence I /•date 21)113. Canberra. 2003. p. 24.
J Corbett. Some Principles of Maritime Strategy. 141 I. EJ. Grove (ed) Naval Institute Press, Annapolis. 1988, p. 342. '" P Dibb. Review of Australia's Defence Capabilities, Canberra. 1986, p. 39, "ibid.
Defence 2000 reflects this approach in the section on Maritime Strategy . p. 47. 11 J Reeve. Maritime Strategy ami Defence qj the Archipelagic Inner Arc. Working Paper No 5. RAN Sea Power Centre. Canberra. March 2001. pp. 1-3. 14 ibid. pp. 11-12.
'' 1  Grove. The Future of Sea Power. Naval Institute Press. Annapolis, 1990,p. 12.

Sea King helicopter conducting vertical
replenishment from HMAS Munuoru oft "the
Solomon Islands (RAN)

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The right solutions at the right time

for the Royal Australian Navy

y

Raytheon
A      I  I      O     T     D      A      I        1       A
AUSTRALIA
www.raytheon.com.au
ADELAIDE      •      BRISBANE      •      CANBERRA      •      MELBOURNE      •      NOWRA      •      PERTH      •      SYDNEY

Journal of the Australian Naval Institute
www.nava1ifistitute.cofn.au

Number 110

Maritime Interception Operations Screen Commander in the Gulf
Part II - Operations Bastille and Falconer
By Captain P.D. Jones, AM RAN

/Ys Christmas 2(l<>2 approached, the Maritime Interception Force (Mil ) maintained its unremitting presence both in the entrance to the Khor Ahd Allah (KAA) waterway and Further south in the UN holding ground COMISKEY. I he Mil- consisted at the time of the cruiser USS Valley Forge, destroyers USS \lilius (command ship). HMS Cardiff, USS Higgim and the Frigates 1IMAS Anzac. USS Tlmch. HMAS Darwin and the Polish support ship ORP Czernicki. In addition we had boarding teams From the I S Coast Guard. IS Navy SEALS and the Polish GROM Special Forces.
Alter the pre-Ramadan rush oF date smugglers, the illegal traffic coming out oF the KAA had reduced dramatically. Occasionally a small dhow rush oF 10-20 vessels would try their hand but with one or two MIF ships in the approaches it was rare For any vessels to leak through the cordon.
The weather was quite cool and the risk oF hypothermia awaited the unprepared: this was particular]) the case at night. I had immense respect For the boarding parties and boats crews that maintained the presence on the water. Supporting them were the line handlers, maintainers and cooks who were always there For the boats return. The other teams to bear in mind were the Captains and their bridge and operations room teams. The demands on the Ha\ igation teams, w Inch operated close oFF shore in M.A-I were significant; where possible, ships were rotated out oF MA-1 alter a couple of days. I his was not always possible and Anzac and Darwin bore the brunt of this burden. Indeed the Marine Engineering Officer pf Anzac referred to the more open MA-2, where engineering drills and maintenance were possible, as the promised land.
W hile the sanction work ticked on. the political situation seemed to be heading ineviiablv towards conflict with Iraq. Within the
I MA-1 and MA-2 were geographical operating areas used b\ the Mil

MIF we had set in train some important procedural measures to improve our cohesion. These include improved merchant ship, aircraft and boat reporting and tracking procedures. The MIF Commander was now also the Local Surface Warfare Commander and mo\es were underway to establish a Local Air Warfare Commander. All these small but important steps were to ensure that not only the MIF could operate in a broader warfare context but that when the inevitable Force build-up occurred, the much enlarged Coalition Force could operate safel) in this relatively confined area. It was slow incremental work with various workshops held in different host ships. There was considerable goodwill and the growing integration of the MIF was great to see.
On the larger canvas it became clear that should war transpire, the MIF would be involved m a littoral sea control mission. It would involve countering the Iraqi Naw. supporting amphibious and mine warfare forces and possibly conducting naval gunfire support (NGS). There were inherent risks in this mission. The Iraqi mine threat loomed largest as did some Form of asymmetric attack.
It was at this time that the close links Forged between successive RAN CTGs, the US COMDESRON 50 (based m Bahrein) and their staffs became of crucial importance. The incumbent COMDESRON 50. Commodore John Peterson. USN was working on key aspects of the planned maritime campaign against Iraq. It was an enormous undertaking For his small staff. Both the RAN CFG staff and our liaison officers ashore were ideally placed to help in this work. So began two months of planning and consultation. The key ingredient we were providing was a verv good knowledge of the North Arabian Gulf (NAG). All through this process we backbriefed the Commander Australian Theatre. Rear Admiral Bonser. RAN and the Australian National Commander in theatre. Brigadier McNam.
By the end of this involved process, we had fleshed out the draft plan For operations in the

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NAG. In addition, both US and Australian political and military command chains had agreed that the RAN Task Group would be part of the operation and the RAN command element would be CTU 55.1.1 (the Maritime Interception Operations Screen Commander). The notion of the screen in this context was the furthest up-threat units of the Coalition naval force.
While the planning proceeded. MR) continued unabated. The other relentless activity was the naval build-up in the Gulf. The almost daily arrivals of new ships left little doubt in the minds of most sailors that there would he a war. Among the arrivals were the RN frigates \4arlborough, Chatham and Richmond, On a rotational basis these ships were assigned to the Mil . Sadly we were to lose our old friend Can/iff who had done so much work on the improved warfare procedures which were now part of our operations. The British frigate trio quickly settled into the Mil': due in no small measure to their being in our MR) Chat Room watching our conduct of operations, since they had been sailing down the English Channel. On a personal level. I found the three commanding officers keen to integrate into the MIL.
Also now at sea was Commodore Peterson in the I alley Forge. Instead o\' being the alternate MR) Commander he was now my immediate superior as the NAG Commander (CTG 55.1). At first glance this extra layer of command was a cumbersome arrangement, but his purview was large indeed and included liaison with the Kuvvaiti-Bahraini-Hmirati Defence of Kuwait Task Group as well as supporting Special forces operations. The key to the CTG 55.1-CTU 55.1.1 relationship was our friendship, liven with good communications friction between our hard-worked staffs was inevitable. At least weekly visits between us were fundamental to the planning and execution of MR) and the KAA clearance operation. A key aspect in our approach was to move ships freely between our two commands depending on the operational requirement.
Commodore Peterson rightly observed that the KAA clearance operation involved a plan of many parts but none of which were complex. We had to be able to deal with a possible mass breakout of 150 merchant ships and 300 dhows. The Mlf had to search for mines and the Iraqi military. The cleared ships had then to he tracked down the western side of the Gulf, clear of Coalition and merchant shipping. Possibly at the same time the Mlf had to support the Royal

Marines assault on the Al faw Penninsula. This would involve protecting landing craft and conducting indirect bombardment. The MIF would also have to escort the mine counlermeasures (MCM) force up the KAA and conduct ongoing riverine patrols to ensure unfettered access of the waterway for Humanitarian Aid shipping. The riverine patrol element was new to many of us. fortunately on my staff was lieutenant Commander fred Ross. RAN who had joined the RN al the tender age c\\ 13. and was an invaluable source of knowledge. He had participated in the Borneo operation ol the 1960s and remembered some very useful procedures we could adapt.
Equally important to me was the positioning of additional RAN Liaison Officers into the new the command chain. Lieutenant Commander Dom McNamarra. formerly in Bahrain was in I alley Forge and my old deputy Commander Mark Mcintosh, was now in Constellation. Already in Bahrain were the very experienced trio of Commanders Chris Percival and Phil Spedding. and Lieutenant Dave Hughes. The crucial job of the RANLO can be thankless. The RANLOs were the glue that kept the RAN IG engaged in the operation. As a result of their efforts I was kept better informed than most in the Gulf and warned of looming problems. CMDR Chris Percival was also commanding the RAN Logistic Element. The efforts of this team in supporting the growing RAN TG were nothing short of inspirational. I have no doubt that their efforts will go down as one of the great logistic achievements in our Navy's operational history.
In January-february 2003 there were three noteworthy events: the anthrax vaccination program, the arrival of HMAS Kanimbfa anil the deployment of the Australian Clearance Diving Team Three (AUSCDT 3).
Anthrax Vaccinations
It is difficult to encapsulate the anthrax saga in the Journal. It is also impossible to capture the emotion and heat it generated. The implementation o\' a voluntary policy that required compulsory compliance to deployed personnel was inevitably difficult in already deployed units. The implementation was aggravated by a combination of unreliable communications and an incomplete education program.
I know many at home thought the sailors who refused the vaccination  were a hit  soft.

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While 8 very few may have used the situation to eel home early, the vast majority of those who refused to he injected were sincere in their conviction. This issue highlighted our sailors' great strength, that is. that they are intelligent and questioning people.
In dealing with the anthrax program the efforts o\' many personnel both in theatre and haek in Australia to help bring the ships up to strength were impressive indeed. I was very proud of the tremendous effort of the Task Group personnel, led by the Commanding Officers and medical staffs in dealing with this issue.
HMAS Kunimblu
The arrival of HMAS Kunimhla into theatre was much anticipated. Initially she was viewed as providing important strategic" lift and was to be assigned to the Coalition naval logistics commander. While she would have been excellent in that role, she also had a proven track record in Maritime Interception Operations (MIO) from 2002. Significantly for me her Commanding Officer (Commander Dave MeCourt) had sent me an excellent brief on her command and control capabilities. We quickly realised she was a perfect match for the command ship for KAA clearance operation. She had the unique combination of shallow draft. huge communications bandwidth, planning space and accommodation for Coalition hoarding parties. So on Kanimhlu'\ arrival in Bahrain, my staff and I shifted from Vfilius to Kunimhla.
Importantly tor my team, waiting for us in Kunimhhi were six members of the RN battle watch who would augment my staff. They were part of a RN CTCi staff that was to have relieved us as MIF Commander in the normal course of events. Leading the RN staff were a very capable PWO, Lieutenant Commander Andrew Staccy. He became my new Operations Officer and daytime battle watch captain while Lieutenant Commander Peter Arnold would become my nighttime battle watch captain. It was a model I was copying from Vice Admiral Sandy Woodward. RN. He had two Captains in this role because he believed you needed experienced officers who would be confident to make decisions and not call you. This enabled you to both get rest and to think. This and some other astute remarks he made in his memoirs One Hnihln'il Days proved invaluable to me. I'robablv   the other keen observation he made

was that every headquarters only possesses part of the picture. Armed with this fragment they can be frustrating to deal with. Despite 1 his they are generally trying to do the right thing. This I found to be very true and this notion tempered all my dealings with my two command chains.
In the last week of February. Kunimhla joined the MIF and my staff and I resumed the MIF command duties. The impact of her presence was immediate. Her planning and briefing spaces were the centre of activ ity for the KAA clearance operation. Rarely a day went by without either a meeting or a combined planning session. My deputy. Commander Peter Leavy brought his considerable energy and ability to get on with people to bear in coordinating this effort. The two major events were a two-day planning session involving first the command teams and then commanding officers. One involving Rear Admiral Costello himself followed these meetings. The role of the commanding officers was crucial. They combined both a broader perspective and a good grasp of the practical. In the briefing with Admiral Costello. I noted that Commanding Officers have a credibility all their own. Their input, ownership and support of the plan were vital. This was particularly the ease with NOS where the CO Marlborough. Captain Mark Anderson took the lead in advocating the use of the ships in this role despite some concern within the USN.
From a national perspective Kunimhla gave the RAN TO a national flagship and sense of independence. The range o\' support facilities and accommodation space it provided were extremely useful. For example, it could embark the growing media contingent and insert them into the rest of the MIF for short periods. Importantly she had a Sea King helicopter that proved an essential enabler in the build-up phase. Amongst other tasks every Monday this helicopter joined in the straining USN Desert Duck logistic runs supporting all MIF units.
AUSCDT 3
The arrival of the diving team in theatre brought another dimension to the RAN CTCi duties. Led by Lieutenant Commander Scott Craig they had come fresh from an exercise with the USN. Initially they faced a complicated reeonstilution through Bahrain and Kuwait. They would enter Iraq via road convoy. The diving team was a mix of first Gulf War veterans and young sailors straight out of the  box.  They  impressed  me

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straight away with their enthusiasm and operational focus. I saw my responsibility was to both ensure Ihey were employed in accordance with higher level guidance but also help them maximise their contribution to the operation. 1 enjoyed working with Scott and his team both in Kuwait and Umm CTisr.
The War
In the week or so preceding the war there was one event alter another to attract our attention. Most important to me was that the Iraqis were on the move in our operating area. The last of the Iraqi large naval or government ships had sailed down the KAA and round into the Shalt Al Arab (SAA) and Al Basra. Our contacts among the merchant shipping were telling us of Iraqi military on tugs and that explosives were to be laid on the oil terminals (MABOT and KAAOT) and on navigation marks. Rumours of mines abounded. We strongly doubted mines had been laid but we closely shadowed all Iraqi vessels. Equally important was maintaining our overt presence to deter any mine laying.
In preparation for the conflict, additional Coalition hoarding parties and their support elements were embarked in Kuniinhla. The ship's smooth integration of these teams and their refinement of boat recognition procedures to prevent fratricide reflected highly on Kanimbla.
Two days before the war a mass breakout of dhows occurred. The crews had heard of the impeding start of the war on an erroneous news report. In their desperation they started to jettison cargo. The last thing we needed was flotsam and jetsam floating down the Gulf. After a hasty series of conference calls. Commander 5 Fleet approved our recommendation to clear the KAA rather than turn the dhows around in accordance with the UN Sanctions. It was a historic moment because it was the effective end of the 12 year embargo. Our well-developed plan was activated, but because it was happening two days early, the force disposition was different. After a few minutes of assigning units to task on a white-board, my Operations Officer executed the revised plan on a voice circuit. Darwin was made Scene of Action Commander and took on the detailed execution. It worked amazingly well. For their part, once the dhows crews understood what was happening they were very compliant. For some boarding teams and dhow crews it was a poignant    moment.    After   months   of   being

boarding and being turned back up the KAA this was to be their last meeting. Among those vessels cleared was an Indian dhow that hud tried to break the embargo two nights earlier and tragically lost a crewmember shot dead by a stray warning shot from a Kuwaiti patrol boat.
As expected, the word of the clearance quickly spread up the KAA and the following day the large steel hulls made their outbound passage. In all 5b dhows and 47 merchant ships were inspected and cleared in about three days. This early clearance was a bonus for us because it emptied the waterway in preparation for combat operations.
On the early morning of I1) March, the patrol boat Chinook, with my forward liaison team embarked, was ordered to intercept an Iraqi tug heading from an offshore oil terminal to Al Basrah. Onboard were a handful of UN workers potentially destined to be held hostage. In some minor brinkmanship, the UN workers were removed and the tug allowed to proceed on its way. As feared, the UN workers reported Iraqi military were present on the two offshore oil terminals with some suspicious equipment
That afternoon, on the eve of the war another dust storm blew up. In Kanimbla, and I suspect the other M1F ships, an eerie calm had descended. The ship's company went down to the tank deck to draw the last of the indiv idual chemical and biological protection equipment. The suits were removed from protective bags. People quietly went about their spaces and sorted their personal affairs. Beards were shaved off and close haircuts were de rigour: both produced some horrendous sights that served lo relieve some of the tension. That evening OUT friends in the US and Polish Special Forces, who we saw a couple o\' nights a week in the MIC) days, landed on MABOT and KAAOI. \n:a, was ordered close in for support. Within the hour all was secured and fortunately the Iraqi explosives had not been set. So far. so good.
At the same time as the oil terminal operation. SEALS were securing the two related shore oil installations. Within two hours the artillery and air bombardment of the Al Favv Peninsular would commence, as would the Royal Marines assault. Most of the MIF units were close inshore and so although visibility was poor, the sound and shock waves of the artillery and B-52 strikes were strongly fell. Al the same time USN cruisers and destroyers were announcing one by one that their Tomahawk firing /ones were activated. Although some of

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the ships were just a couple of miles distant, no missiles were seen through the gloom. At around 0300 Mariborvugfl, Anzac, Chatham and Richmond were detached for then bombardment. At approximately 0600 Anzcw commenced the first fire mission. We monitored the progress in a chat room and on the NGS coordination circuit. From the results coming in it became clear they were conducting probably the most accurate NGS engagement in naval history.
During the night another aspect of the operation was executed. This was the protection of an amphibious transit lane for the fast LCACC hovercraft to take equipment from Biihyan Island across the KAA to the Al Faw Peninsular. Chinook. Fircho/i and a clutch of US Coast Guard patrol craft reported three Iraqi tugs and a barge coming down the KAA. They boarded the vessels, which proved suspicious only for their large crews. The decision was taken to hold the tugs north of the assault lane and dispatch a Kununhlu boarding party with USN explosive experts at first light. So while the four frigates were just starting their bombardment, Kanimihla !s boarding team were clambering over the tugs and barge. In the light of day. disguised mines were discovered on one tug. One of the hoarding party also noted an electrical cable running from a hut on the barge into the barge pontoon itself. After a short inspection a trap door was found, as were (38 mines.
In another development, the patrol craft Adah picked up three hypothermic Iraqi sailors flouting down the KAA. Adnk brought them straight to Knnimhlu where the Army detachment and medical team swung into action. Another person who swung into action was Major Majed At Shamari. The Kuwaiti Navy Chief. Major General Al Mulla had loaned Majed to us for liaison between the MIF and the Defence of Kuwait Task Group which the General commanded. Majed explained to the scared Iraqis that they were not going to be shot as the Iraqi hierarchy had warned. In the process he also gained their confidence and they told their tale. They were survivors from an Iraqi patrol boat hastily manned by Revolutionary Guards and ordered to sail and attack the MIF. En-route they had unwisely engaged a C-130 gunship and were promptly sunk.
Yv uh the mouth of the KAA well guarded by our patrol craft, and Marlborough smoothly running the very active bombardment group, my

main focus was the Iraqi tugs and barge. Reports came in bit by bit on the size of the find. I needed to know if any mines had been laid and therefore whether we were in a minefield. As could be appreeialed. my first reports of events had sent shock waves up the command chain and there was much pressing for answers to a myriad of questions. Potentially this was a turning point of the maritime campaign. 1 sent Kanimbia's XC) (and a specialist clearance diver) Lieutenant Commander Mick Edwards up to the tugs to take charge of the scene and give me an accurate assessment of the situation. This he did admirably and when combined with more information volunteered from more captured Iraqis. I was very confident no mines had been laid. This meant the NGS and the entire KAA clearance operation could continue unimpeded Indeed we soon learned that the Iraqi plan was to lay mines further south on the following day. The true value of the MIF's close blockade had effectively maintained for over a year had become abundantly clear.
At this point it is worth mentioning the sterling service provided by Kanimbia's two Australian Army LCM-8s. Their tasking included pre-posilioning AUSCDT 3 and the Royal Marines equipment into Kuwait, laving danbuoys to provide shipping transit lanes and logistically supporting the Rigid Hull Inflatable Boats (RIIIB). They also proved ideal platforms to relocate Iraqi prisoners away from the action. Indeed the anival of a prisoner-laden LCM-&S alongside Kanimbla provided a rare glimpse o\ the enemy for our sailors.
By midnight on Day One events were pretty well under control. (Having said that our bombardment group was still doing a tremendous job for the Royal Marines). It was time to finish off reports to go up the Coalition and Australian command chains. By this stage I was making daily telephone calls to my Australian immediate superior. Rear Admiral Bonser. I found these calls tremendously valuable as mind-ordering exercises. The Admiral was a good sounding board and at times a source of valuable advice without wanting to intrude into the Coalition chain of command. The other opportunity the lull provided was to discuss with my team our next move. This was to prepare to support the mine clearance operations up the KAA.
During the next couple of days events moved quickly. Once the Al Faw Peninsular was secured.        the        \'\\<:        Coalition        mine

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coimtermeasures vessels and two helicopter-towed sleds commenced operations. My lead unit to protect the MCM group was Chinook. commanded by the very level headed and brave Lieutenant Colin Hayes. USN. I will always remember his face when I told him I was removing the embarked US Coast Guard boarding party and wanted any unnecessary personnel off Chinook because she was the first non-MCM vessel proceeding up the channel behind the hunters. He thought for a moment and said it seemed a reasonable call: we moved on to the next subject.
The progress of the MCM force up the KAA was difficult with a large amount of mine-like objects littering the bottom. This was hardly surprising with the waterway being a battle zone on several occasions in the 20 Century. As the minehunters made their way up. our patrol craft and Rl III is commenced ever-lengthening patrols. Kanimhla for her part provided fuel. Water and other support for the craft.
Our plan called for sustained riverine patrols. The necessity for such patrols had been the source of debate during the planning phase. But the Al Faw Peninsular was a sparsely populated area and the Royal Marines were thin on the ground. The prospect of a resovvn minefield would have further delayed I lumanilarian Aid shipping. In short, it was a vulnerable flank for the Coalition.
One of the biggest difficulties in executing a plan is to know when to deviate from it. This is particularly the case when it has required considerable staffing and extensive buy-in at all levels. An example of this point for us was the R1IIB patrols. It became clear early in the war that after the initial mass breakout of shipping, the once congested KAA was now devoid of shipping. All vessels that had not made a break had gone further up the river and many of their crews had gone home. This meant the need to board ships along the river had vanished with only the riverine patrol requirement remaining. Two days into the boat patrols, four crews got into difficulties when a stronger than expected south-westerly change came through with winds exceeding ro knots. Fortunately all crews found refuge in either our versatile LCM-Xs or among the minehunters. The following day, I Hew up to Umm Qasr to see for myself the slate of the KAA and the visit the divers. During that flight I looked down on a lone RIIIB near Warbah Island. The risks I was pulling the boarding parties tinder versus the negligible operational

gain came home to me. So after only two days the RIIIB riverine patrols were halted on the entry of the first Humanitarian Aid ship. Rl A Sir Galahad. It was not a universally popular decision but the pendulum had swung in the maritime campaign. My priority was now to gel those boarding parties safely home. The riverine patrol could be adequately done by the larger patrol craft.
Sir Galahad's arrival was effectively the end of our mission. We retained command ol' the riverine patrols because we fell strongly about not taking our eye off the ball. As if to underline this point, the ever-vigilant Chinook found a cache of mines, small arms, anti-tank missiles and a partly inflated suicide boat 00 the shore.
By the beginning of April, the USN and RN were rapidly drawing down their fleets. This did not mean there was inactivity. Even al this late stage the Hopper fired a clutch of Tomahawks at a distant target and one of the missiles Hew 500 feet over Kanimhla's llight deck. As part of the draw down. Darwin was sent for a well-earned port visit and it was decided Kanimhla would go into port on 6 April. As such. I would handover the MIF to my immediate superior Commodore Peterson in Valley Forge. The time was right W go and we were a spent force by this stage. After a round of farewells 10 the divers and our British. US and Kuwaiti comrades. Koni/nhlo shaped course for Jebel Ali. On arrival. I handed over to Captain Mark Kellam the duties of Commander. RAN Task Group 633.1. I was very proud of the Mil and it was a great honour to serve with a dedicated and talented team.
About the Author
Captain Peter .lanes joined the RAN in !u~V as a Cadet Midshipman, He is a gunner) officer by specialisation. His postings have included Director of Doctrine, Tactics and Operational
Analysis at the Canadian Maritime Warfare Centre. Commanding Officer ft MAS Melbourne and Director of Naval Strategy and Futures, this tin- Commander Australian Surface Task Croup and in that capacity lie commanded the RAM Task Group in the Gulf from October 2002-April 2003. He will be promoted to Commodore in December 2003,

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KAA Clearance Operations - Operation Falconer
By Lieutenant Charles Bourne, RAN
Your immediate smooth integration into challenging multi-national battle force operations increased
the strength oj our coalition and instantly served as a lone multiplier. Demonstrating exceptional
skill, van provided unmatched flexihilitv lor mission critical activities.
Vice Admiral Tim Keating. USN Commander, U.S. Fifth Reel
June 2(103

H
lMAS Kanimhla sailed ti>r tile Persian Gulf from Sydney on 23 January 2003. Alter completing a rapid workup and assessment period while emoute to Darwin, the ship deployed and entered the area of operations on 14 1 ebnaty. The ship initially was tasked with sea lift of equipment and stores under Operation Bastille. Following the successful offload, the ship transitioned into Maritime Interception Operations (MIO) under Operation Slipper, and the ship conducted its lirst   boardings   of   diserted   sessels   on   2d
February
Kanimhla joined a number of ships upon entering the North Arabian Golf (NAG), including UMA Ships Anzac and Darwin. numerous I SN and RN major Heel units supported by US Coast Guard \essels and USN patrol boats. In addition. Kanimhla had also embarked the Commander Task Group (Captain Peter Jones. RAN) in Bahrain, and was acting as the MIO command ship
As operations continued into March, it was becoming    apparent    thai    hostilities    were
becoming more likely. As a result, coalition
maritime units were ordered to commence preparations for combat operations against Iraq. Australian involvement in this plan was
known as Operation falconer.
The Australian CTCi was tasked with a significant role once hostilities commenced. The aim was to clear the Khawr Abd Allah (KAA) waterway in order to provide safe passage for humanitarian aid shipping to the mam Iraqi port of L mm QaST. (See figure I)
This mission represented a huge challenge. The KAA is about 40nm from its mouth in the Gulf to the port of Ijiini QaST. It was potentially mined, had hostile forces operating along its length and also was riddled with wrecks and ordnance from the 1990-91 Gulf War. In addition, potentially hundreds of steel hull vessels and cargo dhows were also in the

waterway prov iding a major security issue for coalition forces.
Concept of Operations
The plan that was conceived involved units from numerous countries, and contained some complex issues involving coordination and communications. Assets allocated included all the Australian units. USN patrol boats, US Coast Guard cullers. USN and RN Mine Counter Measures Vessels (MCMV's). I SN Aerial MCM (AMCM) helicopters and armed helicopters for aerial surveillance ami protection. The other major kev assets were the multiple Rigid Hull Inflatable Boats (RIIIBs) and crews, including (he US I aw I nlorcement Detachment teams from the coalition ships who would be used to clear vessels from the KAA. These RIIIBs in conjunction with the US patrol boats, USCG cutters and Kuwait Vov patrol boats would conduct on going security sweeps of the KAA.
Kunitnblu's Role
Early in the planning process, Kanimhla was identified as the kev to the KAA clearance plan. With her shallow draught, spare bunk space, command and control facilities and reserves Of fuel, stores and water, she prov ided the coalition with a vessel ideally suited to the task. The ship could:
 •	transit further into the KAA than any other large coalition unit
 •	accommodate multiple RIIIBs and crews for operations
 •	provide prolonged reserves of fuel, water and stores for KAA operations for RIIIBs and crews, and also patrol boats and Coast Guard Cutters
 •	provide command. control and communications for the operation
 •	provide a ready deck for prolonged helicopter refuelling operations

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ALFAW
PFNINSULA
KUWAIT
>   .-'
KUWAIT
NORTH
ARABIAN
GLUT
^

Fig I. Area of Operations

 •	he used for temporary holding of Prisoners ofWar(POW's)
 •	provide two LCM8 landing craft for operations in the KAA and for support of forces ashore at Umm Qasr onee captured.
The Clearance Plan
The aim of the plan was to elear the KAA in order to move Humanitarian Aid shipping into I mm Qasr as soon as possible. The main phases of the plan were:
 1.	Clear the KAA of all vessels.
 2.	Conduct   and   support   mine   clearance operations.
 3.	Control the KAA using helicopter and Rl IIB patrols.
 4.	Commence     the     Humanitarian     Aid Shipping routine into Umm Qasr.
Phase 1. This would involve coalition RHIBs moving into the KAA and inspecting ail vessels and ordering them out into the Gulf. from there they would be ordered to proceed south and elear the area. The vessels would only be inspected for possible mining activity and weapons, or escaping Iraqi regime members. The original inspections for illegal cargo under the United Nations resolutions would no longer apply. Kanimhla would provide the bulk of the RHIBs and would be able to surge ultimately up to nine RHIBs (with one additional spare) and teams on a rotating basis for this phase of the plan.

Phase 2. With the KAA elear. the AMCM and MCMV's would commence mine clearance operations with support from USN Patrol Boats and RII1B patrols. Kanimhla at this stage would remain in the mouth of the KAA waiting for a safe passage to be cleared. As the waterway was cleared, Kanimhla would move to designated anchorages in order to prov ide support to the patrol boats and RHIBs and to coordinate the plan. This phase of the plan had the most risk attached due to possibility of wide spread mining in the waterway and the resulting time needed to confidently sweep the area. Ataxic was also tasked during this phase to provide Naval Gunfire Support (NGS) if required, to advancing coalition troops on the Al law Peninsula.
Phase 3. With the KAA cleared in all respects, the plan then called for ongoing patrols by RHIBS. patrol boats and helicopters to ensure maximum security for the planned Humanitarian Aid shipping. Once again Kanimhla would provide the basis for the RHIB patrols, being able to maintain 24 hour operations during the period.
For the operation, the KAA was divided into sections corresponding to buoys in the channel. These buoys and the sections in between were given codewords, and this was the method to be used for allocating ami determining RHIB patrol areas and positions. Phase   4.   With   Umm   Qasr   captured   bv

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coalition forces ashore, the emphasis would then shift into the safe transit of Humanitarian Aid shipping, flie shipping would he escorted by patrol boats, with R11IB and helicopter patrols Continuing in order to maintain security.
friendly fire Protection Measures
With so many RIIIBs operating in a hostile environment the chance of mistaken identity and a friendly lire incident was of primary concern. As a result, a iiumher of anti-fratrieide measures were huill into the RIIIB operations plait The basis of these measures was secure communications via Wagtail VI IE radios earned in each RIIIB. and an up to dale-plot o\' RIIIB positions ensuring all participants knew exactly where all RIIIBs were at any time. The other measures taken were:
 •	provision o\ return to force procedural manoeuvres to confirm identity of RIIIBs
 •	identifying marks and symbols
 •	provision of mandatory stand oi'f ranges from major units to avoid RIIIBs being engaged if unidentified when returning from missions
 •	use of Hares and Hashing light to indicate to a RIIIB the manoeuvre!s) required or to pass   clearance   to   a   RIIIB   to   close   if
communications were lost
Training and familiarisation With the requirement to embark over 10(1 personnel and the additional 7 RIIIBs for the operation, training had to be conducted As a result, the RIIIBs and teams were embarked in Kanimbla before hostilities commenced in order to conduct training and validation of procedures. This period proved very beneficial for all involved anil allowed for refining of the plan and amendments to he made to procedures. Areas covered included:
 •	ship familiarisation for embarked teams
 •	launch recovery operations of RIIIBs from Kanimbla
 •	rhib live lire practices
 •	anti-fratricide procedural training and validation
 •	Communications equipment training and Familiarisation
 •	KAA patrols and designated areas
 •	Rules of Engagement briefings

Actual Events
As hostilities approached, the Iraqi military acted first forcing as many steel hull vessels and dhows out of the KAA between 17-20 March. As a result. Phase I of the clearance operation was never completed according to the intended plan, but the Successful result achieved never the less confirmed the integrity ol the procedures and methods developed. The breakout of over 100 vessels occurred in two phases:
17-18 March. Dhow Rush. The lirsl incident involved approximately 55 dhows being forced out of the KAA. Darwin took control as on scene commander, and with the assistance of other units, the dhows were herded into holding areas pending cheeks and clearance. In this first instance, the ability of Kanimbla to surge hoarding teams proved the mothership concept that had been formulated. 1«-2» March, Steel Hull Rush. With the dhow rush cleared the next group to he forced out o\' the KAA were the steel hull vessels During this period almost 5(1 vessels exited the KAA. Once again the Phase I plan was modified slightly and then swung into action to successfully deal with the incident. As with the dhow rush, the vessels were herded into a holding area and inspected by coalition teams before being released. Again. Kanimbla'& surge ability was thoroughly tested, with at one stage 6 teams being utilised for boarding operations. Despite this incident being Successfully dealt with, the RIIIB teams would he required again barely 24 hours later for another major event. 21 March, Capture of Iraqi Mini-laying Tugs and Barge, following capture, an in depth inspection by a Kanimbla boarding team uncovered a major minelaying operation on hoard a number o\' Iraqi tugs and a barge. In the end So mines were discovered in a sophisticated operation designed to avoid routine inspection. In order to provide mutual support to the team on hoard the Iraqi lug. multiple teams were surged up into the KAA and the situation was quickly and safely controlled. The problems in terms of safety and timings of coalition plans that would have been encountered it this mining operation had been successful, cannot be over emphasised. Enemy Prisoners of War. At the same time the mine laying operation was discovered. Kanimbla successfully processed a number of prisoners of war before handing them over to US authorities. Utilising the internal tank deck.

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the prisoners were moved through the various stages required before being moved to a USN vessel by Kanimbla's LC'MS landing craft. The Success of litis aspeet of the operation onee again eame down to solid planning and proved Kanimbla '$ versatility.
HMAS Kanimbla XO (LCI)R Kdwards) on board one of the Iraqi Minelasing lugs. One row of exposed LUGM mines can be seen on the left. The 44 gallon drums on the right cover the other row of mines. (RAN)
Phase 2 and Beyond
As the MC'MV's moved up into the KAA and cleared   the   channel,   Kanimbla  eventually
moved up as well. The mine clearance plan actually took longer than expected due to the amount of objects on the KAA seabed and the weather, which stirred up the sill and reduced the ability of the minehunters to identify contacts.
Weapons, ammunition were     captured     for
flte ship never reached Umm Qasr but managed to push around 30nm into the waterway. During the subsequent phases. RHIB patrols were conducted 24 hours a day as planned and security maintained in the KAA. The success of these patrols was highlighted when a cheek of a derelict vessel revealed an Iraqi observation post thai had recently been in use and     other    articles
exploitation by the coalition, as well as removing a large ihreat from the area of operations.
During this early period of the hostilities. Anzac created history when she conducted NCiS against Iraqi positions on the Al Faw Peninsula. This was the first time that the RAN had conducted combat NCIS since the Vietnam

War and ratified an earlier, well debated decision to fit the 5" gun to the ArtZOC class. The highly accurate results achieved by Anzac were essential in assisting coalition troop movements ashore.
During these phases of the operation, and right through to the end of hostilities. Kanimbla and coalition forces conducted hundreds of Rill If patrols in support of the clearance of the KAA. During this time not one friendly fire incident occurred and proved the integrity of the anti-Fratricide measures in place. Fvenlually at the height of the operation. Kanimbla had 9 RlfIBs embarked for patrols. The logistical and operational burden placed on the ship was great hut overall proved to he a great success.
In addition to RHIB patrols. Kanimbla fuelled, watered, victualled and provided other services to the L'SN patrol boats. Coast Guard Cutlers and MCMV's on almost 40 occasions. This allowed these units to remain on station longer and enhance the security patrols of the KAA. Kanimhla also operated as a lilypad for coalition helicopters providing fuel and respite as they conducted security patrols of the waterway.
With hostilities complete, the entry into the KAA and safe arrival of the first Humanitarian Aid ship at Umm Qasr was a major achievement. This also effectively completed the clearance of the KAA and achievement of the aim.
Major Challenges
Despite the overall success of the plan, there
were some areas that proved to be challenging
throughout the period of operations:
Weather. In general, the weather conditions
experienced were reasonably benign. The
ability however, for conditions to change
quickly caught out coalition forces on a
number of occasions. The worst example, a
sudden onset of a shamal. resulted in 65kt
winds, low visibility and high seas. A number
of RHIBs were conducting patrols at the time
and were saved by patrol boats. MCMV's or
Kanimbla's own LCMS landing craft who took
them on board and provided shelter.
Coalition kill Its. Teams and Fatigue. With
up to l> RIIIBs and teams embarked, there were
a number of different RHIB Standard
Operating	Procedure's.	weapons,
communications systems and procedures that existed on board. Some were learnt hv trial and

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error and initial!) caused some problems. However by the end of operations, all teams had integrated and the patrol schedule worked
well.
Fatigue was another vital factor that had to he managed carefully. Some of the patrols and missions lasted eight or more hours In addition, during ihe surge periods normal rotations had to be bypassed in order to prov ide as many teams as possible. The effect on boarding party and boat crew personnel become evident early in the operation, however careful utilisation of crews by the operations team ensured fatigue never became a major issue.
Maintenance and KMIB Availability. With the mine clearance operation taking longer than expected, coahlion RIIIUs conducted hundreds of patrols, launches and recoveries. As a result eventually some e>\' the RHIBs became unserviceable and others became overdue for servicing. As part of the plan. Kannnhla had embarked coalition R1IIB mainlainers as well as the patrol teams and crews.
Maintenance schedules were adhered to as closely as possible but at times for example. Kannnhla had 2-3 RlUBS unavailable due to maintenance or delects. In addition, it was not a simple m.liter of placing different teams with different boats. I or example, placing a I S team into a RN RHIB didn't work due to different weapon mountings and the si/e of the I S crew being loo big for the RN Rl MB.
Summary
In the end. the KAA clearance operation was an outstanding success. As of June 2003. Humanitarian Aid shipping continues to move unrestricted into I mm Qasr. providing relief for the people of Iraq. The integrity of the concept of operations and plan proved to be very solid in all respects, and only required small amendments even when Phase 1 started early and not to the coalition schedule. The highlights of the operation were:
 •	validation of the molhership concept and KIIIB surge ability of Kanimhla during the dhow and steel hull rushes and subsequent Rl I IB patrol operations
 •	the capture of the Iraqi mmeluying operation early in the war
 •	the outstanding performance of Anzai during Naval (iuiilire Support of coalition troops on the Al law Peninsula

 •	the sale operation of multiple RE II Bs from different countries with no friendly lire incidents, weapon or operating safety breaches
 •	the versatility of Kanimhla s flight deck providing fuel and sustainment to multiple coalition helicopter types during hundreds of sorties during the campaign.
Conclusion
The Operation Falconer clearance of the KAA
and subsequent security operations in the waterway were a resounding success for all units involved. Despite the heavy presence of USN and RN units, the small Australian naval laskforee proved themselves force multipliers, capable of achieving results much greater than their relative size suggested.
The corporate knowledge and experience gained during the period will benefit the RAN greatly in future operations. The success of the clearance was indicative of the level of planning that had been undertaken. For all personnel involved, the experiences and sights encountered during Operation Falconer will May with them for the rest of their lives and add greatly to the proud history of the Royal Australian Navy.
About the Author
Lieutenant Hanrne joined lite RAN in 1994 US
a Direct Entry Officer via HMAS ('reswell. He completed Seaman Officer training in late 1995 having sent time on DMA Ships Hobari and Kammhla. He gained hit watchkeeping certificate in September IW6 an IIHIS Brisbane and remained with Iter until August I9W He qualified us an Anti-Snhmarine \nti-Snr/aee Aircraft ('ontroller in 1997 and as an Air Intercept Controller tAICt in 1998 Lieutenant Bourne posted to //Wis Newcastle as an A PWO and AIC in January 2001, which then deployed la the Solatium Islands as part of a peace nonitoting force. He graduated
Irani PWO course in late JIM I and remained
itt HMAS liaison i/v an instructor In January
2003 he posted to HMAS Kanimhla which shortly thereafter deployed to the Gulf (hi return to Australia Lieutenant liatirne will past la HMAS Darwin a& the Direction Officer.

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The Role of a Deployed Psychologist during Maritime Operations
by Lieutenant Sarah Chapman, RANR

■ ■MAS Kanimhlii recently returned to her home port at Reel Base Last following a six month deployment to the Middle Last in support of Operation Falconer and operation against Iraq. Prior to departure from Australia. Lieutenant Chapman, a Naval Reserve Pysehologist undertaking full time service was identified for secondment to Kanimbla during the deployment. The Royal Australian Navy (RAN) currently employs twenty-five uniformed Psychologists in a Reserve capacity for the prov ision of psychological support and assistance as and where needed, in either a maritime env ironmenl or ashore.
In December 2002 it was thought that the deployment of a mental health specialist would facilitate an evaluation of the merit or otherwise of routinely deploying a Psychologist on maritime Operations and enable specific recommendations to be made for preparing and sustaining personnel for arduous duties and recurrent maritime deployment. In addition, provision of psychological support and counselling for personnel deployed to the Middle East Area of Operations (MHAO) on RAN warships was deemed advantageous noting anticipation of hostilities with Iraq and Iraqi forces.
Traditionally. the provision o\ psychological support, counselling. Officer Candidature (OCT. Transfer o\' Category (TOO) and other suitability assessments has been undertaken ashore and has been the purview of civilian psychologists, with supplementation as required from their uniformed Navy counterparts. Lnlike the United States Navy, who routinely embark Psychologists in their aircraft carriers, the RAN has most often preferred to limit the employment of uniformed Psychologists to shore establishments and until recently, recruiting centres. Implicit in this traditional division of labour has been the assumption that personnel requiring psychological support and counselling are largely unfit for sea and that OC, TOC and suitability assessments are more properly undertaken ashore. Noting the 24 hour requirement for watch keeping and boat

operations in a maritime environment often results in disrupted sleep and ongoing or cumulative fatigue for many, there is arguably some merit in the latter.
Notwithstanding this, the current Heel op tempo precludes many personnel from meet my deadlines for TOC and OC assessment or else results in an unnecessary delay in career decision-making and progression for those occupying billets at sea. Recent recognition ol the need to provide further opportunities for career enhancement and progression whilst under way lies in the fact that the Sailors' Leadership and Management faculty is now offering the Leading Seaman Leadership Course 1LSLC) to ships at sea.
During her return passage to Australia on completion ol Operation Falconer, Kanimbla facilitated delivery of the third LSLC to he conducted at sea. in recognition of the difficulties Junior Sailors have in being released for this promotion prerequisite course. A Psychologist teaches two of the modules comprising the LSLC. these being suicide awareness and prevention and stress management.
The Joint Health Services Agency Health Plan currently includes the provision of psychological support to deployed personnel. To date, this support has been provided by uniformed Psychologists on short periods <^ annual Continuous Training and Continuous lull Time Service ami has comprised mental health education sessions and psychological screening during the pre- and post-deploy meui stage, the latter being undertaken during return passage to home port
As testimony to the utility of the psychological service available during Operation Falconer, two hundred and forty-nine counselling hours were provided between 04 February through 14 June inclusive foi personnel embarked in I IMA Ships Kanimbla, Anzac,    Darwin    and    Sydney.    Counselling
It is noted that some personnel receive provisional protection w ithout hav ing completed the I SI ( '   flus excludes report writing and psychological testing.

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included a ranee of sen ices for anxiety, stress, anger ami fatigue management respectively, as well as TOC OC and other suitability assessments and ad hoe personal counselling. The latter included, but was not limited to. asscrtivencss training, time management. study skills training, relationship counselling and eareer ehoiee and decision making.
These eontaet hours also included two Suitability for Retention assessments for drug-related offences in accordance with 1)1 (N) 13-I and Return to Australia Psychological Screening (RTAPS) for Combined Task force (C'TCii and Kanimbla personnel returning home early from deployment. Lastly, counselling was provided for those personnel who refused to consent to anthrax vaccination prior to entering the MEAO and who were subsequently returned home to Australia.
The RTAPS comprises a questionnaire assessing the extent to which the deployed member has been subjected to traumatic incidents and known deployment stressors such as risk of unauthorised discharge of weapons, risk o\' being injured or killed and potential exposure to nuclear, biological or chemical threat. The RTAPS is accompanied by a psycho-education session highlighting the risk o\' burnout (emotional exhaustion and depersoiialisation) to personnel returning home from extended military operations and the impact that this emotional and psychological stale may have on attempts to re-establish intimacy with friends, family and loved ones. The third and final component of the RTAPS is an individual interview during which personnel may ask questions pertaining to their own psychological adjustment and anticipated homecoming in private with the interviewing Psychologist. Whilst there has been some debate and contention regarding the provision of ilus service, personnel who are attend an individual interview more often than not describe it as a worthwhile endeavour.
The other specialist psychological service provided during Operation Falconer was Critical Incident Mental Health Support (CMS). CMS is die new counselling and intervention framework used within the Australian Defence force following a critical or traumatic incident. Research has demonstrated that early intervention and support following a critical or traumatic incident can reduce the likelihood that the affected    member    will    suffer    lone    term

psj Chological sequelae.
CMS counselling and intervention was provided to the emharked SI7 Squadron flight after Shark 0~i suffered a catastrophic engine failure whilst operating in Iraqi territory. CMS counselling was also provided to two Air Defence personnel following an unauthorised discharge of an RBS-70 missile, two aircrew maintainors after witnessing two Royal Navy Sea King helicopters collide over the flight deck of I IMS Ark Royal and to another member following an incident ashore during a port v isit.
information addressing menial well being, positive living skills, conflict resolution, stress management. and operational fatigue management was also distributed to personnel during the deployment. The pre-deplovmenl psychological brief was delivered with the assistance o\' (lie emharked Chaplain Specifically, personnel were reminded o\~ preferred and optimal ways to maintain intimacy and familiarity in relationships despite physical separation and distance and the anticipated emotional stages of adjustment to deployment to the MEAO in anticipation of supporting the coalition effort to liberate Iraq The latter included provision of information regarding cognitive-behavioural techniques to manage anxiety, accept uncertainty and correct irrational, negative thinking that may affect individual operational effectiveness during the forthcoming operations.
Prior to the commencement of hostilities against Iraq, there was an increase in the number ot personnel seeking psychological support for anxiety, fatigue and anger management. Counselling was provided with due regard to watchkecping and operational requirements. The embarked Primary Critical Reception facility (PCRF) proved ideal for sleep management interventions, specifically instruction on progressive muscle relaxation.
Education and awareness was further provided witli reference to operational fatigue management and the importance of fatigue eountermeasures in remaining sufficiently alert to be considered fit for duty. Personnel were advised that the human body is least responsive during 0200 and 0000 and that most industrial and maritime accidents occur during these times. Fatigue eountermeasures were highlighted to watch keepers. These included! • ensuring anchor sleep (a period of sleep obtained at the same time each dav)

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 •	strategic use of caffeine (use ol 'caffeine during the early morning and early afternoon and the first half of a natch period)
 •	increased awareness that complex and interesting tasks are less prone to disruption from sleep deprivation than boring, uninteresting, repetitive and or well-rehearsed tasks
 •	a twenty-minute sleep every six hours ean partially satisfy human sleep requirements for as much as a sixty-four hour period
 •	individuals vary in the amount of sleep they need to adequately perform tasks. however research has consistently demonstrated that four hours of sleep within any one twenty-four hour period is the minimum requirement for adequate performance of vigilance tasks. Vigilance tasks are those requiring sustained attention such as those performed by Combat Systems Operators and Boatswain's Mates employed as Lookouts.
A preparatory psychological briefing was also given to personnel embarked in Kanitnhla Who were likely to he involved in body handling and recovery of human remains if the ship were to proceed up the KAA waterway to deliver humanitarian aid to L'mm Qasr. The briefing addressed those aspects of body handling that personnel are least likely to consider, such as the initial emotional shock response 10 ihe sight and smell of a decaying or disfigured corpse and the emotional and physical fatigue that this work often brings, (his was the first such session for many personnel, including the embarked coalition forces.
The overall psychological health and emotional well being of personnel deployed on Operation Falconer on Kanlmbla, Darwin, Anzuc and Sydney met with expectation. Specifically, there was an increase in Command, Divisional and self-referrals prior to the commencement of hostilities against Iraq and a peak in the number of referrals for sleep. fatigue and anger management. Referrals for OC. TOC and career and ad hoc counselling increased once hostilities had ceased and personnel were able to pursue more routine administrative matters.
The tangible benefit in having embarked a Psychologist in Kanimhla during her deployment to the MLAO anil involvement in Falconer is the development of mental health

briefing materials. discussion papers, brochures and fliers to better prepare personnel deployed on future operations. Ihe Army deplovahle psychology unit (I PSYCH, Randwick Barracks) has an extensive resource library developed by the uniformed Army psychologists who have deployed to I asi Timor. It is intended that lessons learned during deployment to Operation Falconer and RTAPS data obtained from personnel deployed on maritime operations previously will assist in developing support materials and counselling protocols more suited to the maritime environment.
As a uniformed Psychologist I am frequently advised Just toll 'em to harden up! anil that /personnel) Jon V need Psychologists; they jUSt need their mates and their DO. In reality, their shipmates often don't have the answers (or if they do. they arc often in a similar predicament and unable to provide objective advice and assistance). Similarly, their Divisional Officers don't often have the time to invest in other lhan a single, unstructured session that does little other than make the member feel better for a short period. Whilst the talking cure is a well-reputed therapeutic tool and is most often provided by a social support network including family and friends, the role of a deployed Psychologist differs in being a more structured, disciplined and informed process designed to educate the member and increase then level of self-eflicacy.
The primary role ol" a deployed Psychologist is to teach uniformed personnel to harden up: to invest lime in them and devise a structured program to assist them in resolving the issues and difficulties they arc experiencing at sea. The distinct advantage in providing a deployed psychological service is the ability for the Psychologist to observe personnel in the performance of their duties in the operational environment to which they are required to adapt. The deployed Psychologist has an enhanced understanding and awareness of the current situational demands on personnel and is able to design counselling interventions tailored to sun, or otherwise remain cognisant, of those demands, for example, assertiveness training was provided for a number of Leading Seamen during the course of the deployment. Personnel were assigned homework and given a structured program   to    increased   self-con fidence   and

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enhance leadership skills in a seagoing environment. Whilst this information can readily he provided ashore, the opportunity to provide such information and counselling at sett encouraged these personnel to apply the principles they were being taught whilst in an operational environment and during routine performance of their duties In the majority of eases this resulted in enhanced learning and a more realistic appraisal of the importance of skill development in this area.
Il is a time-honoured law of human hehavlour that when you clou'I know what to Jo. yon Jo what von know. The argument that we have never previously employed Psychologists at sea is an example of this natural tendency to ignorance. It appears the RAN is currently forward thinking in the provision of a deplovable psychological service and cognisant that delivery of psychological support and assistance is a condition of service that has gained an increased profile with the introduction of the ADF Mental Health Policy. The way forward has not yet been made clear, but the provision OfS deplovable psychological service available in support of maritime deployments remains a distinct possibility.
About the Author
Lieutenant Sarah Chapman joined the Australian Naval Reserve in Mareh 1988. Sim e   then   she   has   been   employed   OS   a
submarine psychologist nt l/MAS Stirling, specialising m fatigue management ami completed an overseas deployment with I IMA
Submarines Collins ami Waller. Her mast recent posting as Psychologist on board Kanimbla was the first operational deployment undertaken bv a uniformed psephologist.

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HI
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How old is Australia's Navy?1
1 his might seem a simple question, but over ihe years the Australian Navy's birthday has remained a source of some confusion. The date now accepted is I March 1901. The previously accepted date of 10 July 1.911 is not the birth date of naval forces in Australia, rather it was the date that the Sovereign granted the title Royal Australian Navy. As with other forces institutions the name has changed over the last 101 years, hut for the Navy the dale of I March 1001 marks the creation of Australia's Navy. This is made inviolable by the fact that by ION Australia had already possessed a unified naval farce for more than a decade, as proclaimed in the Australian Constitution.
The legal basis for the creation of the Navy comes from Section 51 of the Constitution, which gave Parliament the power to make laws with respect to the naval and military defence of the Commonwealth. At Federation the (iov ernor-( ieneral became Commander-in-Chief, and on I March 1901 the states transferred their naval and military forces and everyone employed in their connection to the federal Government By the following year the two existing arms of Australia's defence force were officially recognised by the titles Commonwealth Naval forces (CNF) and Commonwealth Military forces (CMF later Australian Military forces).
The ships inherited by the CNF from the previous Slate navies were tired, old and inadequate even for training, and there was little hope for early improvement. The CNF's budgetary allocation in 1901-02 was just £67.000. By contrast, the CMF's allocation amounted to £638,000, Despite the disparity, a dilapidated Australian Navy was not a major national concern if Britain's Royal Navy could continue to be relied upon to provide maritime protection. Successive British naval commanders prov ided this reassurance, and the t ommonweallh's payment of a subsidy towards maintaining Royal Navy vessels in Australia, reinforced the idea that issues of naval policy were best left with the British Admiralty.
Watching the growth of foreign naval power in the Pacific, local naval authorities were less confident. Led by Captain William Creswell. they feared the withdrawal of British

forces under the exigencies of war. Australia, they argued, lying at the extreme end of the world's sea routes and possessing no land frontier was open to attack only by sea. With communications cut. industrial paralysis and economic devastation would follow As Creswell observed caustically in a 1902 parliamentary report, the spectacle oj some 5.1)00.(100     Australians.      with      an       lrm\
splendidly equipped, unable to prevent the bunting of a cargo oj wool in sight of Sydney Heads, is only the ordinary consequence of a policy of naval impotence.
Deep issues of maritime strategy exercised only a handful of Australian minds, but the idea of a more capable navy, locally manned, and under the Commonwealth's executive direction, gradually gathered support. Once he became Director of Naval Forces in 1904. Captain Creswell embarked on a program designed to breathe new life into the CNF's operations. Despite the restricted budget he brought several of the gunboats and torpedo boats back into commission and renewed regular training exercises to improve combat readiness. The greater visibility and renewed activity of the CNF proved the quality of Australian naval personnel and managed 10 excite public interest, but the Service could not long survive without the replacement of its ancient vessels. Fortunately. Creswell found an ally in the new prime minister. Alfred Deakin. who. like his Naval Director, preferred active cooperation to subsidies. In December 1907, Deakin announced that the CNF would be expanded to include a flotilla id' submarines and coastal destroyers, and in February 1909 Australia's naval representative in London requested tenders for the fust three vessels, the destroyers I'arramatta. Yarra. and liarreyo.
Australian authorities intended the CNF's destroyer flotilla take full responsibility for coastal defence. However, by the time Parramatla and Yarra arrived in local waters Australian naval policy had made an even greater advance. Finding itself hard pressed to maintain its global naval supremacy the Royal Navy decided to support a more substantial Australian contribution towards regional defence. At the 1909 Imperial Conference the Admiralty suggested that the CNF expand to include a self-contained Heel unit based on a battle cruiser and several light cruisers. The combined package represented an ideal force structure;  small  enough  to be  managed  by

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Australia in tunes of peace but, in war. eapable Of effective action With the Royal Navy, federal Cabinet gave provisional endorsement in September 1909 and orders were made for the additional ships. Just as important, was the passing of the Australian Naval Defence Act,
1910,	which provided the clear legislative
authority for a navy that would no longer be
limited to Australian territorial waters.
Since 1904 CNF warships had been designated His Majesty's Australian Ship lllM.AS). but this had never received the King's sanction. During their visit to London for the coronation of King (ieorge V. Australian ministers made known their desire to have the prefix Royal attached to the \iisttulian Navy's title. On HI July 1911 King (ieorge approved the request with great satisfaction. The decision was promulgated to the CNF on 5 October. Thereafter the Permanent CNF officially became the Royal Australian Navy (RAN), and the Citizen Naval forces the Royal Australian Naval Reserve. At the stern of Australian ships, the Royal Navy's White I nsign replaced the Australian Blue Ensign, The Australian Commonwealth flag thereafter took the place of the Union Hag at the bow.
The Australian Navy did not just happen in
1911,	it had existed from 1901. The bestowal
of the title Royal retleeted more the progress
made in the previous ten years in turning a
polyglot collection of obsolescent vessels into
a true lighting service. Perhaps more important
in hindsight, however, was that the steady
rev italisalion of the Navy marked Australia's
first major step towards nationhood. Arising
from a deeper recognition that defence of
Australia's national interests could no longer
be consigned to others, the decision to acquire
a sea-going navy represented an assumption of
national obligation of momentous proportion.
The foresight of men like Creswell and Deakin
was amply rewarded in 1914 when the (ierman
Fast Asiatic Squadron was decisively deterred
from carrying out its plans for cruiser warfare
m the Pacific. But for the Navy, wartime Prime
Minister W'.M. (Billy) Hughes later declared.
the great cities of Australia would have been
reduced to ruins, coastwise shipping sunk, and communications with the outside world cut off. (me would be hard pressed to find more appropriate words to mark more than 100 years of sen ice by Australian sailors.

Sea Control and Surface Combatants2
t^oncepls which have evolved from the maritime strategic school of thought include command of the sea. sea control and sea denial. Command of the sea is an absolute concept. which espouses free. and unchallenged maritime operations by a nation, while at the same time ensuring that an adversary is incapable of using the sea to any degree. However, although the concept might be valid in a theoretical sense, practical experience demonstrates that achieving command of the sea has become increasingly difficult, if not unattainable. The evolution of the submarine and aircraft, for example, have made it clear that the value of maritime operations is in relation to the use of the sea and not for the possession of the sea itself.
Sea Control
Acknowledging the vital lessons of history and the overarching importance of strategy, the contemporary term sea control was coined to encompass the modern realities of war at sea. Australian Maritime Doctrine defines the concept of sea control as that condition which exists when one has freedom oj action to use an area of sea for one's own purposes and. if required, deny its use to an adversary. It is a relative rather than an absolute concept and one that may be achieved through key battles. such as Matapan (1941) and Loral Sea (1942). or through prolonged campaigns, such as the convoy battles in the Atlantic (1939-45) and off the east coast of Australia (1942-43). The enduring feature in all these operations, however, was that sea control was a transient achievement, aiming to establish sufficient control, in a particular area, for a period of time, to enable the Allies to use the sea for their own purposes. This use of the sea reflects the fact that the ability to facilitate maritime power projection is. in many ways, the most fundamental thing that sea control enables. As Professor Colin (iray has noted navies fight at sea only for the strategic effect they can secure
ashore, where people live.
Sea control today is very much a multidimensional concept as it encompasses control of the air: control of the surface of the sea: control of the undersea water column: control Of    the     littoral     (if    operating     in     that

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environment): and. control of the electromagnetic spectrum. Each of" these multidimensional aspects are important in each warfare discipline. For example, in maritime air warfare, which may involve a credible threat environment involving operations in close proximity to an adversary with a viable strike capability, the absence of air power and air warfare will almost inevitably prevent a force achieving sea control. Sea control is essential for the projection of maritime power, especially for the conduct of amphibious and sea transport operations and for the support of forces operating ashore.
Related to sea control is sea denial. Sea denial as a maritime strategic concept may either he used independently or as a subset of sea control. Sea denial on its own may be defined as the capacity to deny an adversary the ability to use the sea for their own purposes for a period of time/ The U-boat campaigns of both World Wars are examples of a sea denial strategy, as were the minefields laid by Iraq off the Kuwaiti coast during the 1990-91 Gulf War. Despite some initial success, most denial strategies ultimately fail. In most eases these failures can be attributed to the one-dimensional nature of the strategy. Once effective countermeasures to the U-boat had been introduced, for example, the Germans had no other effective method with which to continue their sea denial strategy. By contrast, the successful campaign waged by the US against Japanese shipping during World War II was multi-dimensional. involving both submarine and air assets, and acting as a subset of their overarching strategy of sea control.
The Role of the Surface Combatant
Sea power is rightly recognised for its llexibility, in particular the ability of surface combatants to change their readiness swiftly between different levels of operations and apply graduated force commensurate with the situation and across the spectrum of conflict. In the diplomatic role, surface combatants make a psychological impression through their perceptible presence and powerful appearance They have similar visibility in the policing role and possess inherent capabilities for interdiction and boarding. In higher intensity operations surface combatants combine readiness and global reach with sustainahililv and controllability, vvbicb can he non-invasive and easily withdrawn if required. Deployed in

the protection of sea lines ol communications they have multi-dimensional capabilities and are essentially weapons of sea control rather than denial. In support of land operations, surface combatants are likewise capable in a wide range of tasks including escort, bombardment, supply and on occasion lift -including where necessary evacuation. In amphibious operations. especially in conjunction with maritime air power, surface combatants can facilitate approach with manoeuvre and surprise. All these functions relate directly to Australia's national and regional circumstances and make surface combatants essential to the central concept of sea control.
The modern surface combatant therefore retains a vital, indeed fundamental, role lo play in the future maritime force structure. Their mobility and endurance allows the llexibility to maintain a continuous presence in mw mg scenes of action. Their sensors and weapons work throughout the maritime hattlespacc and span operations against aircraft, ships and submarines, and against forces and assets ashore. Moreover, mobile naval platforms have the ability to poise and persist in theatre, often for months at a time. The surface combatant thus remains a potent and flexible capability to execute the sea control requiremenl. particularly when they lever off other assets and advanced intelligence, surveillance fusion and dissemination systems. Indeed, the flexible response options and sustained presence of surface combatants in periods short of open hostilities may help to control or prevent escalation, particularly in complex or ambiguous circumstances w here submarines and aircraft are not free to make full use of their primarily offensive potential.
Australian Surface combatants must he capable of operating throughout the maritime approaches and beyond. Project Sea 4000. the Air Warfare Destroyer (AWD), is the project which will ensure that Australia will acquire and maintain a sea control capability into the future. Able lo act across all environments simultaneously, the ships will provide a variety of capabilities appropriate to securing sea lines of communications, the projection of power ashore, the provision of Tire support, and the protection of friendly sea. land and air forces in the open ocean and the littoral. I he mission requiremenl is to provide a sea control capability  for the ADF. In this way  the role

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and mission of the AWD could perhaps better be understood in terms of a sea control combatant.
Australia's Maritime Dependence6
An understanding of Australian strategic realities should begin with the acknowledgment that fundamentally Australia is a maritime nation. A maritime nation can be defined as a nation in which the maritime em ironment impacts extensively in the geographic. economic and strategic dimensions. As a maritime nation Australia is located in one of llie most complex open ocean, liltoral and archipelagic maritime regions in the world. Australia's regional neighbours are primarily archipelagic states and island groups. Almost all states in the wider region ha\e long coastlines. In and around Indonesia, the Philippines and the South China Sea are situated the greatest cluster of significant straits in the world. Strategically, the Asia-Pacific region is central to Australia's security, and its geography affects all aspects of Australia's security policy.
In both geographical and political terms Australia is unique. This is because, unlike the other inhabited continents, it is an insular landmass. surrounded by seas that for the most part are empty of islands. It is the only continent to be occupied by a single Stale, making Australia by far the largest State in area in the world without a land border. By virtue of both these factors. Australia claims one of the largest maritime areas of all States, with an Exclusive Economic Zone (EEZ) and continental shelf covering an area of 16 million Square kilometres, including tropical islands and hazardous Antarctic waters. This increases to over 20 million square kilometres when the extended continental shell' and access to the resources of the seabed within this area are included. .Australia is also responsible for the second largest maritime zone in the world, including a responsibility for maritime search and rescue, and the guidance of allied shipping in time of crisis.
When looking at the geographic features of the globe it is relevant that 70",, of the earth's surface is covered by sea and over two-thirds of the world's population lives within I Oil miles of the coast. This population figure is

well over 95% lor Australia itself, and is even higher for most of Southeast Asia. (Iceans provide access to nearly all parts of the globe, with 85% of states having a coastline.
Professor Geoffrey Till notes that the increase in the world's population and living standards will increase the need for global movement of bulk cargoes. He also notes that the World Bank's current forecast is that by 2012 world seaborne trade will have doubled in terms of ton-miles and this trend will continue. This is of direct relevance to Australia's maritime environment. Noting thai Australia is a net exporter of energy, especially coal and raw materials such as iron ore. and a net importer of manufactured goods, it is of vital importance that a true understanding of the role of maritime strategy for Australia is pursued. The Australian economy is absolutely dependent on shipping. Globalisation has meant that Australia's economy is more integrated with other nations and less self-sufficient. Of our international trade. 99% by bulk and 7.7.5" „ by value is carried by ship." with about 95% of that in foreign Bagged vessels.
In acknowledging the vital role that air transport plays in supplementing seaborne trade, the role of the maritime environment is still relevant. This is because all trade which goes by air llies over the sea and is just as influenced by Australia's ability to control the sea. as is the overriding proportion which goes by sea. Without control of the maritime environment air services to Australia can also effectively be interdicted, and as a result Australia could be virtually isolated.
Trade is not the only issue that makes Australia a maritime nation. Other important areas that could be targeted by any adversary include tourism, employment and resources, especially offshore oil and gas installations and their supporting infrastructure. I inployment and trade are intrinsically linked. One in live jobs in the city and one in four jobs in the country are directly related to the export of goods." Even low level threats against shipping at distance from Australia could have a deleterious impact on costs, which may severely damage Australia's trading position. These include fuel costs, insurance premiums and time constraints imposed by routing ships by other than the most direct route. Thus. Australian security requires a much broader focus than just conventional invasion through

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the northern sea-air gap.
Oceans governance is a significant issue. Australia is one of the most biologically diverse nations on earth and our marine environments arc home to spectacular arrays of species, many of which are unique to Australian waters. In the southern temperate waters as many as 80% of species are endemic (not found elsewhere). In our northern waters, which are connected by currents to the Indian and Pacific Oceans, overall diversity is higher, although the proportion of endemic species only around 10"o. Marine industries have excellent potential to contribute to future economic and employment growth. In particular, marine tourism and aquaculture can create new jobs in regional Australia. Australia also has extensive obligations under other ocean-related conventions and cooperative arrangements dealing with matters including shipping, meteorology, fisheries, biological diversity, pollution and the conservation of marine mammals (whales, dolphins and porpoises).
Maritime boundary delimitation gives one example of the importance of maritime issues to Australia. Australia has already negotiated a number of maritime delimitation agreements with other countries: specifically Indonesia. Papua New Guinea, the Solomon Islands and France. The major outstanding delimitation that Australia has is with New Zealand, and negotiations on the maritime boundary are ongoing. The legal jurisdictions impacting on Australia also reflect its maritime dependence. Despite declarations by some countries seeking to limit military operations in EEZs.1" maritime forces may operate with few if any constraints. Activities are conducted in a nondiscriminatory fashion, having due regard to the coastal states' rights with respect to fiscal, sanitary, immigration and economic issues." This underpins the importance to Australia of the maritime strategic concepts, such as sea control, and flowing from it the protection of sea lines of communications and power projection
For Australia an important regional strategic issue is the impact of archipelagic sea lanes (ASF) legislation, especially in the eases of Indonesia and the Philippines. Conscious of its strategic and economic dependence on passage through the archipelagoes to its north. Australia has played a vital role in negotiations on this issue. Notwithstanding this, an example

of differing interpretations of maritime legal issues in the region that impact on neighbouring States is the case of Indonesia and their decision to designate three mirth-south ASLs through their archipelago.1'
The maritime nature of the Australian environment has made it essential that Australia be able to conduct effective and successful maritime operations in support of its military strategy, especially within these regional areas. As Dr Eric Grove wrote, the use of the sea for movement is itself the core of maritime strategy, in its traditional sense. Tradition in this sense is reality for an island nation in a region that is dominated so completely by the sea. The use of the sea for movement is the core issue facing Australia. Indeed, due to the overwhelmingly maritime nature of Australia's environment, any aggression against Australia, or any military action taken by the ADF in the region, will have a substantial, if not overwhelming, maritime component. In summary it could be argued that Australia stands alone among industrialised nations as the one most dependent on the sea and maritime power. As such, it behoves Australia to maintain an appropriate maritime strategy and associated defence capability to ensure our national interests are adequately protected.
Why the ADF needs Major Surface Combatants14
Australia confronts uncertain threats from global icrrorism and regional instability with a renewed emphasis on meeting trouble he/ore it gets to our shores. There is consequently increased emphasis upon military engagement in the resolution of such crises. For this reason, and given the maritime nature of the Asia-Paeifie region, continued emphasis should be placed on maritime power, with significant implications for Australia's Navy.
The application of maritime power encompasses a wide range of operational situations from peacetime constabulary or benign activities to full hostilities in high intensity joint situations involving the projection of power. This includes applying naval diplomacy as a means of keeping the peace and thereby avoiding the actual use of

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the lull ranee of their military capabilities.
Fundamental to the exercise of maritime power and use of the sea is the ability to gain and maintain sea control. Sea control may be defined as that condition which exists when one has freedom of action lo use an area of sea for one's own purposes for a period of time and. if required, deny its use to an adversary. Importantly, sea control includes not only the sea surface, but also the air space above, the water and seabed below, and. particularly in a littoral environment, adjoining land areas. This is a critical capability for any maritime nation that seeks to preserve sovereignty over its resources, territories, right of free trade and interests, and is essential for the joint projection of power. Importantly, from a maritime perspective, implicit with sea control is control of the air above it. It is therefore, a joint responsibility. Without sea control Australia could not have fought in New (iuinea in WWII and more recently, the ADF's operations in fast Timor would not have been possible without the ability to sustain the force by sea and the attendant sea control required to achieve lliis. For the Al)l to undertake most ot the objectives envisioned by the Government, it will need to establish a certain level of sea control in order for its operations to succeed.
In  main   senses  the  "workhorses'  of the

licet, major surface combatants, which include both destroyers with a strong air warfare bias and general-purpose frigates, are the vital means by which the Government exercises sea control and its use of the sea in close partnership w ith the Air Force. Surface combatants are multi-purpose vessels, uniquely capable of operating across the full spectrum of operations, with an emphasis on anti-air. anti-surface and anti-submarine warfare, but with significant Utility in many other areas.
Apart from their primary function of sea control, the surface combatant offers other unique capability options for Government. More specifically, the Flexibility o\' surface combatants in rapid role change between different levels of operations and their ability to apply graduated force commensurate with the prevailing situation across a broad spectrum of operations, make them particularly versatile assets. They are the smallest surface units that are deployed autonomously for extended periods for military tasks, and their numbers and capabilities allow them individually to cover a wide range of military, constabulary and diplomatic tasks. They are particularly useful in establishing maritime presence. They are also versatile building blocks for larger national and coalition formations,  essential  defensive  elements  of

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task   groups,   and   contributors   of   organic helicopters to a force.
Because warships operating outside the 12nm territorial sea of other countries do not challenge sovereignty in the way that land forces or over-flying air forces do, in some instances warships may be the preferred or only military diplomatic option available to the Australian Government. International legal regimes, such as the United Nations Law of the Sea Convention, allow for warships to linger indefinitely on station, providing ongoing presence and an immediate response to a developing situation. The influence of such presence devolves fundamentally from credible combat power, and the demonstration of military capabilities that can be used to reassure, impress or deter a foreign power. Surface combatants possess substantial combat power, enabling them to exercise a range of influences, from the benign to the coercive, without violating national sovereignty. This range o\' response makes them particularly useful tools in periods of uncertainty or crisis, providing the Australian Government with the maximum freedom of decision.
The utility of surface combatants in peacetime for policing, interdiction and boarding is considerable and Government has often called upon these inherent capabilities. Examples include southern ocean fisheries law enforcement, remote ocean border protection, support to Government agencies in the board and seizure of ships involved in illegal trafficking of contraband, and regional peace keeping support. In the diplomatic role, surface combatants provide a powerful psychological impression through their perceptible presence while retaining the ability to continue action through to combat if necessary.
While each of these roles can and have been very effectively performed by Australia's surface combatant force, these types of aeliv ities cannot alone be allowed to determine the level of capability invested in new surface combatants. High intensity operations must remain the basic force determinant, for while advanced surface combatants can effectively contribute to the full spectrum of war lighting missions, the same assertion cannot be made for those ships tailored for the lower end of the spectrum. This is particularly relevant in an era of increasing violence when many of the military capabilities hitherto required tor higher   order   contingencies,   are   becoming

increasingly relevant in situations previously thought of as being constabulary in nature.
In higher intensity operations, surface combatants, which must be fully interoperable with our major allies, can be rapidly deployed and sustained for joint or combined operations wherever Australia's national or international interests demand. Surface combatants provide a significant contribution to littoral manoeuvre and land operations and are critical for the joint projection o\' power in other than benign circumstances. This includes both open ocean and littoral escort to ensure ground forces and their support reach their objective safely, force protection - including area air defence - in support of littoral operations, maritime command and control, lire support for forces ashore, special forces insertion, limited sea lift and support, and evacuation. During the 2003 Iraq conflict many of these capabilities were exercised by Australian surface combatants, which very effectively integrated with the multinational maritime force.
In terms of evolving capability, surface combatants have undergone a significant* trans formation of their capabilities in recent years. While submarines still pose a threat to both merchant ships and naval vessels, the most significant threat comes from the air in the form of air attack and long-range air and surface launched anti-ship cruise missiles. Previous generations of destroyers and frigates carried mostly defensive weapons to screen higher-value ships such as aircraft carriers, amphibious ships and merchant vessels from attack. Today, surface combatants can still carry out those critical missions, hut they are increasingly taking on new roles such as land-attack (using both missiles and extended range guided munitions) and theatre ballistic missile defence. With further improvement to their radars, combat systems and missiles, they will also likely play a key role in national or regional missile defence in the future.
In the future. Air Warfare capable Destroyers will seamlessly integrate with other ADF assets, including the Joint Strike Fighter and Airborne Larly Warning and Control aircraft (supported by Air to Air Refuelling aircraft). Over the Horizon Radar. Global Hawk, and land force capabilities (especially Ground Based Air Defence systems) to provide a pervasive, networked and continuous air defence umbrella for both maritime and joint littoral operations. This potent complementary

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joint capability will be critical in order to pruv ide area air defence for an ADF task force deploying from Australian shores and establishing itself in some other place. Furthermore, an Air Warfare capable Destroyer will provide a high level of air control. 24 hours a day, even in the absence of continuous aircraft support. Tins is particular!) relevant given Australia's maritime geography and the extended ranges at which aircraft may be required to operate within our region. The Air Warfare Destroyer, while having a strong core air warfare bias, will not. however, only be used for air defence. Capable of operating at the highest end of the conflict spectrum, with their significant warftghling and maritime command and control capabilities, they will be Australia's primary sea control capability across the full spectrum of operations. Given their multi-role capability, the Air Warfare Destroyers could perhaps more appropriately he referred to as Sea ('ontrol ('amhalants.
While the Air Warfare capable Destroyers will be critical in maintaining air control. particular!) during limes and in areas where aircraft are not continuous!) available, they are by no means the sole requirement to achieve sea control. A balanced surface combatant force is essential. The AftZOC class frigates. which will complement the Air Warfare Destroyer, and which will be progressively updated to improve llieir self-defence capabilities, will equal!) need to he capable of winking in the littoral environment as well as independent!) in the open ocean.
Maritime power is critical to Australia's national defence, given our enduring maritime geo-strategie circumstances. Fundamental to the exercise of maritime power and use of the sea is the ability to gain and maintain sea control. Major surface combatants, as part of a balanced licet, provide this critical capability in close partnership with the Army and Air I oiee. The modern surface combatant remains an adaptable, flexible and potent instrument for the Government to apply to ensure continuous use ol' the sea and whenever and wherever diplomatic and or military effect is desired.

4 Colin Gray. The Leverage oj Sea Tower, the itrategic advantage of navies in war. New York. 1992, p. 43.
' Australian Maritime Doctrine, p. 39. '' Sea Power Centre-Australia. Semaphore, Issue X. 21)03
G fill 'Maritime Trade Introduction' in G fill. Seapower at the Millenium. Sutton Publishing. 2001. p  177.
* Bureau of Transport and Regional I eonomies (BTRI). Australian Trade Statistics 2002 ' Department of Foreign Affairs and [rede. Fact
Sheet: II In Trade Matters. 22 Dee 02.
"' Such as Brazil. Cape Verde. India. Malaysia.
Crugunv
Australian interpretation of "due regard' is that it is the responsibility of the coastal state to inform
maritime users of anv resource issue that they should have due regard to in planning conducting maritime operations m die IT/ of that coastal stale.
Indonesian Regulation 37 of 2002. which concerned ihe rigliis and obligations of foreign ships and aircraft when exercising the right a\' archipelagic sea lanes passage through established archipelagic sea lanes, came into force on 2S December 2002.
I (irove, The Future ol Sea Power. Naval Institute Press. Annapolis. 1990, p  12. ' Sea Power Centre-Australia, Semaphore, Issue 9, 2003.

Sea Power Centre-Australia, Semaphore, Issue 2. 2002
Sea Power Centre-Australia. Semaphore, Issue I. 2oi 13.
Royal Australian Navy, lustration Maritime Doctrine. Canberra, 2000, p. 39.

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Freedom of the Seas
by Professor Geoffrey Till

Whether we like it or not. we are part of a thoroughly globalised trading system that significantly determines much of our destiny. Capital and information are now transmitted around the world electronically, rather than by shipping as used to be the case until the latter stages of the industrial revolution.
Nonetheless, merchant shipping is still an essential enabler to that system partly because great bodies of water divide the world's trailing blocks and partly because it is easier, safer and cheaper to send goods by sea than by any other means. Sea-based trade, in other words, underpins the world economy and will surely continue to do so. Measured in weight and volume. Wo of world trade still travels by water. Estimates vary, but global trade looks set to expand by several per cent per year for the foreseeable future. The problem is though, that sea transportation costs have been drastically reduced over the past decade or so. but at the price of a light •just-cnough-just-in-lime' philosophy that makes it disproportionately vulnerable to local shocks.
Defending that trade, and regarding the sea as a great manoeuvre space for the peaceful transfer of capital, goods and people around the world on the one hand, and as a means of defending the system on the other is second nature to the world's major navies. At the heart of these assumptions is the belief in free navigation. Thus Admiral Jacky Fisher at the beginning of the last century:
The Admiralty should never engage iisell to
lock tt/> o single vessel even ■ not even a
torpedo-hoal or submarines- anywhere on
tiny consideration   whatever.   The  whole
principle of Sea fighting is to he free to go
anywhere with every d—d thine the Savy
possesses   The Admiralty should ...reserve
entire freedom of action.'
The  greater their  freedom  to  regard  the
world   ocean   as   an   unimpeded   manoeuvre
space    from    which    navies    can    project
diplomatic   and   military   power   ashore,   the
1 Letter of 8 April 1910. Admiral of the Fleet Sir John Fisher. Records. Ilodder «.X: Sloughlon. London |9|4. Emphasis in original.

traditional argument goes, the easier can they help defend the system. Restrict those rights, and you may reduce naval effectiveness, and increase the vulnerability of the system.
Nonetheless, this belief is under increasing threat threats - and perhaps should he. I he stimulus for this are the discussions currently going on between the RAN. the ESN. the RN and others about the right to slop and search ships on the high seas that might be purveying material related to weapons of mass destruction around the world ocean.
Why the freedom of the Seas?
As far as most people are concerned it all began with the Dutch jurist Hugo (irolius in his Man Liherum of 1609. Actually he was by no means the first to assume that the sea belonged to no one and that everyone had a right to sail about it unimpeded. Such beliefs can be traced back to the Roman Empire at the very least.
He argued that the sea was first a limitless resource and second an essential means of transportation for the purposes of the trade on which the world's prosperity and peace depends. Accordingly the ability to use the high seas freely has for centuries been regarded as an essential right. People cannot live on the sea indefinitely: it is inherently different from the land. The concept of owning the sea was therefore a contradiction in terms.
But against that there was the equally brilliant English Jurist John Selden. His view was that bits of sea were worth owning and therefore were capable of being owned -perhaps beeause of the fish stocks that could be found there, or beeause they allowed the exertion of decisive power ashore or because control of the transportation routes that passed through them was commercially or strategically valuable.
These two largely complementary traditions have operated side-by-side. Indeed Selden pointed out that Cirotius sounded like him. later on. when he was trying to help his Dutch masters keep the English out of the last Indies spice trade! These days the Selden tradition has resulted in expanded territorial seas, and the   Exclusive   Economic  Zone:   the  (irotius

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tradition in the defence of free navigation through both of these and the continuing defence of freedom on the high seas outside them. Both these traditions seem likely to continue to coexist in the 21" Century, but for a Variety Of reasons, the balance between them seems likeh to shift.
\\ hy then the coming change ?
There seem to he four reasons for this: diminishing resources, the death of distance, safety and preservation, and the common heritage of mankind.
Diminishing Resources
Medieval mariners used to talk of an ocean that was brilliantly clear and sparkling, cleaned by trillions of shellfish and teaming with fish. Early arrivals in the Western Atlantic had only to lower baskets into the sea and haul up all the fish they could eat. (irolius' argument reflected the then fact that the resources of the sea (especially fish) were limitless and the consequent assumption that the sea could therefore be used by one country without reducing it-, value for anyone else.
Manifestly, centuries of over fishing mean that this is no longer true, The sea's resources are limited. Your fish lake, reduces mine. Accordingly, the main plank of this part of Cirotius' argument falls away. Of course this is not entirely new. Today's bans on wall-of-death drift net fishing m the Pacific Ocean echo much earlier limits on activities such as sealing. But regulation of this sort will surely grow, simply because the resources themselves are both more important and under much great threat than they used to be.
The current controversies about the future of whaling again illustrate the fact that what countries can do. commercially on the open ocean is being increasingly regulated. By agreement, perhaps, but still regulated.
The Death of Distance
Technology effectively determined the extent of the sea areas that countries could justifiably regard as their own. Traditionally, this was the sea area that could be covered by shore based cannon. With a follow me. wind this could be as
I -in example the Sealing Convention Treaty of 1911 between Russia. Britain. Japan and the United Slates

much as three miles, and became the usual measure of the territorial sea.
However in more recent limes, the reach of shore-based technology has extended so much that to some extent at least, it covers the entire ocean. With satellites and patrolling I AVs. the ocean is under surveillance to an unprecedented degree. This does not mean that the ocean has ceased to be a place in which naval forces can hide but it does mean that its surface at least is much less o\' an unknown desert than it used to be. Ylodern technology allows the countries that have the necessary technological and military capacity to extend their influence over the open ocean.
Not only can developed nations exert more influence over the open ocean than they used, but they will also need to more. They and their interests are less insulated and more threatened from the sea than they used to be. These sea-hased threats range from illegal immigrants, through international terrorism to the possibility of physical attack from the sea.
As a result, the high seas have shrunk not just in a literal way with the extension of the territorial sea. but metaphorically too. because the processes of globalisation mean that geographic distance matters so much less than it did. In the Tampa affair, for example. Australia found itself dealing with migrants fleeing from a conflict in Afghanistan in which a terrorist group led by a Saudi national was attacked by an American-led international coalition involving countries as far apart as Japan anil Denmark. The war against terror seems likely greatly to reinforce an existing trend towards limits on total freedom of navigation on the high seas.
Freedom of navigation, in short, depends on the suppression of other people's freedom to misuse or interfere with it. This in turn requires maritime powers to accept limitations on their freedoms as well. Significantly it is the United States until recently the supreme exponent of the freedom of navigation, that is taking the lead in this. People are beginning to qualify freedom of navigation by stressing that it must be for legitimate purposes.
This is not. of course, completely new either. Because pirates have always been seen as the enemy of all mankind [kostls humanis generis) it has become widely accepted thai their suppression warrants interference with ships on the high seas (lying the llags of other

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states. But now such constraints apply mote widely.
Safety and Preservation
Reinforced by the 1998 Year of the Oceans. more and more concern about the environmental fragility of the open ocean, littoral seas and the coastline. The ocean is in trouble, and this will surely lead to increasing regulation on what people may or may not do at sea. More and more people are thinking that we, and their owners, ought to be able to keep closer track of merchant vessels, less they pollute, sink or be attacked by pirates. Perhaps they should be fitted with transponders continuously providing details of their position, course, cargo, destination and general stale and that they be treated like airliners, being handed from one sea traffic controller to another.
All this seems likely to affect warships too. especially in restricted areas such as the Black Sea and the Mediterranean. It also means more pressure on navies and coastguard forces tinning into the business of guarding the ocean.

dominion or ownership, We cannot subsist upon it...nor can we exclude neutrals from ft. Working out how they should respond to all these probable infractions on traditional thinking about the freedom of navigation the freedom of navigation is likely lo be a major feature in strategic thinking for the navies of the 21' Century.
Of course on the one hand it might be argued that these developments arc either not likely to take place or to have the restricting effects on their capacity lo use the sea as a means of projecting military and diplomatic power ashore that great maritime powers like the United States so value. The compromises arrived at in the long development of the Law of the Sea amply illustrate the ability of the great maritime powers to get their conceptions accepted. But what may prove crucially different about the present situation is that it is within those same maritime powers that so many pressures for a re-think are actually coming, whether for resource, commercial, environmental or strategic reasons. If he were aware of this. Admiral Jacky fisher would certainly turn m his grave.

The Common Heritage of Mankind
The common heritage of mankind signifies a fourth and potentially quite profound shift in altitudes to the sea - a fundamental re-interpretation of what the ocean as a global commons actually means. This increasingly reflects a sense that the freedom of the seas does not merely connote their being outside jurisdiction and so free for everyone to use. Instead, the ocean is regarded as a common domain belonging to everyone, including future generations as yet unborn. Instead of being the object of a free-for-all where those who can, have the licence to do what they want, the sea is regarded as a huge area of shared sovereignty and agreed regulation on current and future use. in the common interest of all mankind, present and future. In short, the high seas are increasingly seen as belonging to everyone, rather than to no one.
Future Implications?
All this really conflicts with traditional notions about what is distinctive about naval operations. According to Corbett, after all the distinctiveness of naval strategy, and what set it apart from the strategy of land warfare was that the sea cannot he the subject of political

About the Author
Professor Geoffrey Till ;v the Dean of Academic Studies at the .hum Services Command and Staff College and is Head of the Defence Studies Department, which is a part of the War Stmlics Group of King's College London. In addition to many articles and chapters on various aspects of defence, he is the author of a number of hooks including Air Power and the Royal Navy (1979); Maritime Strategy and the Nuclear Age (1984); Modern Sea Power (19X7): and, with Bryan Raitft. The Sea in Soviet Strategy (19X9). More recently he has edited Coastal Forces tlW4). Sea Power: Theory and Practice (1994) and Seapower at the Millennium (2001). His latest book is The Challenges of High Command: the British Experience with Gary She/field, and he has just completed a major study Sea/tower: A Guide fiir the 21" Centuty for Frank Cass, to be published later in 2003.
' Julian S Corbett, Some Principles of Maritime Strategy. (Edited by Lric Grove) Brassey's. London. DSS, p. 3J6

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Shiphandling Corner The Adelaide Class FFG - Part I
Edited by Captain Ray Griggs, CSC, RAN
www.navalinsdtute.cont.ou
In this article we
return	to
shiphandling in the various ship classes in the
l\ IV    the   FFG   remains,   lor  a Jew   more months at least, our largest class of Major
Fleet I Hit - it has a unique shiphandling and propulsion arrangement which make it extremely handy and, in the right hands, a delight to watch. In this and the next edition, von will see an edited version oj a paper was produced hv an experieneed 'steam' shiphandler whose fust experience in an FFG was in command fart I focuses on the shiphandling infrastructure of the ship and some basic handling characteristics, fart II u ill look in more detail of a number of shiphandling evolutions.
The FFG has been in service with the RAN since 1980. Since that lime we have amassed quite a deal of corporate experience in their handling, some of it published, some not. This article brings together advice published previously both within the RAN and by USN sources and some thoughts that have not been previously published about handling these remarkable ships. The ideas in this paper are not all there is to know about handling FFGs; there are bound to be many other tricks to the art and like all shiphandling activities, even case will be different. A recurrent theme is that careful, detailed planning is the secret to successful shiphandling in the FFG. as it is in any class of ship. It cannot be stressed loo much that such planning must take account of things that may go wrong unexpectedly and escape routes must be identified. If the shiphandler is properly prepared, driving the FFG can he a real pleasure and a very rewarding experience professionally.
Size and Dimensions
A feel for the size of the FFG is an important fust step to successfully driving one. This is a

big ship for a frigate, very close in overall size to a DDCi. On the bridge your height of eye is about 40 feet (12mI. Making headway, the pivot point is at about the Bridge Combined Antenna System dome. In front of you is about 135 feet of bow to the stem (42m. the length of a Fremantle class patrol boat), and astern the ship stretches 317 feet (96m, almost a rugby Held, almost the length overall of a DE An:ae), The draught forward is 22 feel (6.5m) to the keel-mounted, pressurised rubber sonar dome, which is below a point just aft of the capstan. Aft. where the single, live bladed. 16.5 loot (5.3m) diameter controlled pitch propeller is the lowest projection in the ship, the draught is 24.5 feet (7.5m). The FFG beam is average for a warship of this length: 47 feet (14.3m). Looking over the stem from the bridge, the water is 400 feel (123m) ahead; through the centre-line fairlead it is 200 feel (70m). Although relatively deep draught because o\ the propeller, the FFG hits a great deal o\ windage in relation to its draught because of the high freeboard and slab sided superstructure.
Main Propulsion
The FFG is powered by two GE LM2500 gas turbine engines, giving a total of 40.000 slip. They are connected through synchronised self-shifting clutches to a double-reduction gear box. This simple, reliable clutch system automatically engages the gas turbine to the reduction gear when the engine comes on line, and disengages it when the engine is shut down. There is no mechanical link between the jet engine part of the gas turbine (the gas generator) and the gear box. Power is transmitted by air coupling - putting another turbine wheel, the power turbine, in the exhaust of the gas turbine.
All this is very important to the shiphandler. Firstly, it means that when a gas turbine   is  on   line,  the  propeller   is  always

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rotating and therefore there is always a paddle-wheel effect pushing the stem to starboard. The propeller rotates clockwise when viewed from astern. This contributes to the ship having a tighter turning circle to port than to starboard. It is possible however, because of the air coupling, to stop the shaft rotating by applying the shaft brake. There are some rules to be remembered about using the shaft brake:
 •	The shaft brake can be engaged for a maximum of 14 minutes continuous.
 •	It should not be used more than six times in one hour, to prevent excessive heal build up.
 •	Shaft speed must be below 75 rpm. Propulsion Control Lever (PCL) at stop, pitch at zero and the brake can only be engaged at the station that has control of the engines (Bridge. Central Control Station - CCS. or Local Operators Position - LOP).
Secondly, astern power can be applied very rapidly, especially at slow speeds. All that needs to occur is for the pitch on the propeller blades to be reversed; there is no need to stop and reverse rotation of the shaft as in conventional steam or diesel powered ships. From 5kt ahead to 5kt astern takes about 10 seconds and an FFG can be stopped in the water from Mill speed ahead in about 55 seconds or three ship lengths, a very dramatic demonstration.
One engine gives power for 24 knots ahead ami I5kt astern, two engines about 2S-29kt ahead and 15kt astern. When at idle with the PCL at stop, the shaft will rotate at 40 rpm on one engine and 60 rpm on two. Single engine cruising is about 25"» more efficient than using two engines. An engine can be brought on line from cold in under 10 minutes. An important feature to be aware of is that when shutting down or bringing a second engine on line, a drop in speed of 2-3kt from that ordered will occur, lasting for about 5 minutes while compensation is made for the changed engine loading. This needs to be planned for in close station keeping situations, especially when the guide.
Main Propulsion Control
The main engines can be operated in:
•	Programmed Control - when the PCL
provides computer driven control of
propeller pitch and shaft rpm to achieve
the ordered speed, or

• Manual Control - when pitch and shaft rpm are controlled manually by separate levers. This form of control is available only in CCS (remote manual) or the LOP (local manual), not on the bridge. In addition. Programmed Control has two modes. Speed and Power. Speed Mode maintains constant shaft rpm and hence nearly constant speed by allowing the gas turbines to adjust speed. Log speed will more closely correspond to PCL settings in speed mode but this is the less fuel efficient mode. It is used for Replenishment at Sea (RAS) and close station keeping when constant speeds are required and is also useful when conducting boat transfers at slow speeds in a sea state because it prevents engine hunting. Power Mode is more economical and is used for normal operations. The turbine is fed a constant fuel supply and will not respond to the effects on the ship of wind, sea and swell. Power mode will lead to engine hunt at speeds below 6kt.
Rudder
The FFG has one very large balanced rudder, slightly offset to starboard of the ship's centreline. This feature allows the shaft to be withdrawn without removing the rudder. It also contributes to the ship's ability to turn lighter to port. FFGs will normally carry about 3" of starboard wheel to maintain a steady course. The lower extremity of the rudder is below the line of the shaft.
Auxiliary Propulsion I nits (APU) I wo retractable APUs are fitted, one either side of the centre-line, immediately under the bridge (Frame 100). These are 325 horse power electric motors dnv ing 36 inch diameter propellers shrouded in a Kort style nozzle. The propellers have no speed adjustment; they are either on or off, and they cannot be reversed. They can however be trained independently of one another through 360" to provide thrust in any direction. They take about 5 minutes to extend and retract. During raising and lowering, speed through the water must not exceed 5kl but once fully lowered, they can withstand ship speeds up to Skt. In the Special Sea Dulymen situation, running APUs requires three Ship Service Diesel Generators on line for immediate redundancy in the event one fails but at sea only two are needed. In benign conditions, the APUs will give a ship speed of

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about 4kt but this tails off rapidly as wind/sea effect increases.
Mastering   the   API's  requires  that   the
shiphandlcr understand that they will push the pivot point of the ship in the direction they are trained. Think of them as two small torpedos -if trained to port, the ship will move to port and vice \crsa. When only one APU is energised, the optimum affect is obtained by using the APU on the opposite side to the direction of the required force, so that the propeller wash is not fouled by the other APU (it the bow is to be moved to starboard, train the port motor to starboard). Using APUs in conjunction (both energised and trained to the same bearing) is very effective in most berthing situations, more so than a single APU trained further abeam (one motor trained green 90 w ill give a smaller green 90 vector than two motors trained green 120 - more on this later). Training both moiors in unison is also simpler for the new FFG shiphaiuiler while experience is being gained. There are some rules to remember when using APUs:
 •	Do not exceed three starts in rapid succession or six starts per minute with less than a five second off period between starts
 •	Do not start both APUs together.
 •	Running APUs tail to tail, nose to nose or nose to tail (between red 60 and 120 and green 60 and 120) will damage them. They may be positioned this way but only one may be energised at a time.
 •	APU effectiveness is reduced in shallow water and when the ship is riding high by the bow (ie. no ammunition or fuel).
Stabilisers
FFGs are tilted with tin stabilisers sited aft of the small bilge keels, about centrally between the main mast and the Single Target Illumination Radar. The) extend about three feet below the keel line but not beyond the perpendicular down from the water line. The stabilisers activate above 6.5kt log speed when the ship is accelerating but do not become fully effective before about I2kt of ship speed. They shut down at 5kt when decelerating. They must be locked when going astern at speeds over 6kt to avoid damaging them. They are very effective, reducing ship motion by up to 55% and they consequently improve operational flexibility by allowing flying and RAS operations  to  he  conducted  safely   in   quite

rough weather. They do not appear to affect the ship's turning ability but they can be used to some effect to steer the ship when rudder control is lost, by locking one and manipulating the other.
The Hull
I here are some very important features about the hull that the FFG shiphandlcr must constantly keep in mind. The first is the very large sail area already mentioned. The other key features are:
 •	relatively ihin hull plating
 •	masker bands, which are easily damaged
 •	the RAS gantries on the after screen extent beyond the ship's side slightly
 •	flight deck nets that are proud of the hull and easily damaged by badly placed tugs or berthing incidents, the result being that flight deck certification is lost (no flying operations) until they are repaired and load tested
 •	lots of sharp angles along the hull and superstructure to chew a nested ship it the shiphandlcr is not careful: the bridge w mgs and hangar sides are most vulnerable.
Berthing Lines
FFGs use the standard destroyer berthing line layout of six lines, which should be arranged depending on iiuliv idual berths so as to provide two springs and a breast forward and aft. The powered capstans forward and aft are a great asset to the shiphandlcr in line handling. Manning for part-of-ship work is limited in an FFG so. when berthing or leaving a wharf a good technique to overcome this problem is to limit the working lines to four only, two at each end. {Ed - what constitutes limited manning is a matter of perspective) The last two lines can either be cast off early, or passed ashore after berthing, when manpower is more available. The choice of which lines to work needs to be made carefully and in advance. If there is a howling wind blowing oft. breasts will be important but not if the wind is blowing on. The key is careful, detailed planning. This technique allows for sufficient manpower to be allocated to handling the four working lines, rather than not quite enough on all six: the result is a safer evolution.
There is another aspect of berthing line use that the FFG shiphandlcr needs to consider very carefully. Having berthed the ship, it will

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most likely be in what is referred to as the balanced stale: APUs astern and running to counter the main engine ahead to provide wash over the rudder and hence control of the stern. More on this in detail later. The critical issue, having successfully berthed, is when to power down or shut down the three sourees of thrust. Engine response is slower than APU response and this complicates the issue. The secret is to leave the power on and the ship balanced until weight is on at least one back spring and one fore-spring. Taking power off fairly swiftly (in the sequence engine down by half the ordered speed, stop one motor, stop engine, stop the other motor) can be done without danger that the ship will surge along the berth and possibly cause an impact at some unprotected point. Minor damage has been inflicted on many occasions by FFG shipliandlcrs not paying attention to this important part of the process.
//; Part If we will take a closer look at specific shiphandiing evolutions.

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BOOK REVIEWS

	"m				

	W    0 *^y\	

Terrorism Mhutttu.
anti Americas

Terrorism, Afghanistan, and America's New Way of War
by Norman Friedman
Naval Institute Press, 2003
Hardcover, 127 pp, illustrated. RRP US$29.95
I here will be few (if any) readers of the Journal who have not heard of Norman Friedman. With his very powerful intellect, he has spent o\er twenty influential years on the inside of IS military, maritime and strategic policy. Friedman's analytical capacity, knowledge and experience are also the attributes that ha\e made him an award-winning author of nearly thirty books, including Desert lictory (ihc 1990-91 campaign against Iraq), Seapower as Strategy, and The Fifty-Year War (on the Cold War: RUSTs 'best English-language military book in 2000).
Terrorism. Afghanistan, and America's Xew Way of War is somewhat different from Friedman's other recent offerings. The issue of terrorism is still evolving. Afghanistan isn't exactly a done deal, and at the lime of his writing, the latest campaign in Iraq was still only a sparkle in Rumsfeld's eye. This is real-time, here-and-now. politically-charged analysis. I suspect it is also fair to sax that Friedman is not as close to the centre as he used to be. In his precious publications, the notes pages were essential reading because they gave one the sense of accessing first-hand information and insider views. But in Terrorism. Afghanistan, and America's Xew Way of War the notes draw almost exclusively upon newspapers and journal articles, revealing the real sources of much of the book. While I understand the constraints, anyone with an interest in the War on Terror has therefore read the same things - we all have access to newspapers. Perhaps this is why some critics have argued that there really isn't anything new here. But if one knows what to look for. vintage Friedman can still be found.
Friedman's encyclopaedic knowledge enables him to draw upon the lessons of history and come up with an historical analogy or precedent for almost any situation. This helps put the new way of war and recent operations into their proper perspective. Moreover. Terrorism. Afghanistan, and America's View Way of II or encompasses a whole range of interconnected and complex issues, and does a good job of collating it all together, trying to make sense of it. and raising some interesting issues and insight.
For example. I found it interesting that Friedman isn't a big fan of the centre of grav ity theory Reflecting on the initial air campaign in Afghanistan, which was based on (he idea that attacking a few Am targets could and would he decisive. Friedman has one thing to say...// failed. Indeed. US strategy Ottly became successful when substantial ground forces were added. On the other hand. 1 was encouraged to read that even though Afghanistan is about as far from the sea as a potential battlefield can get. Friedman believes that the ability to reach it from the sea was decisive and that from a US perspective, the war was largely maritime in that so much of the force engaged came from the sea.
Network Centric Warfare (NC'W) has been receiving a lot of attention in Australia in recent months. Since its Australian debut in CIjF's vision for the future force (FORCE 2020) almost a year ago. NC'W has generated widespread interest. From conferences to roadmaps to wargaming. NC'W is the latest big-picture concept. We would he well advised therefore to learn as much as we can from the US NC'W experience, and Afghanistan, says Friedman, provided a practical lest of network-centric theory in its pure form.
Wanting of the potential flaws of NC'W. Friedman notes that providing more information can go two ways. Firstly. it can he used as advertised to decentralise decision making and thus speed up combat, or secondly, it can go to senior officers who can see details of tactical operations on a scale previously  impossible and may  well become obsessed with those details. Well, now we know the

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answer - Predator video was generally sent, not to troops on the ground, hut to Bagram and Tampa. UAV real-lime video was even sent to the Pentagon, where high-level officials and senior decisionmakers were distracted from the broader issues ofthe war. Cynics will say I told you so. but the rest of us can consider ourselves forewarned...
Finally. I found it somewhat amusing that at the end ofthe day it was actually the urgency that Bush imposed, that led to the supposed new way of war as seen in Afghanistan. When it was first decided to attack Afghanistan. General Tommy Franks' initial reaction was reportedly to demand three Army divisions, but with Bush pressing for action the only troops he could move quickly enough were Special Forces and Marines. He was ordered to make do with a fraction of the force he wanted and voilo! - America's new way of war.
As we've come to expect from Norman Friedman, his almost conversational style of writing and grasp of the key issues makes for a very engaging and easy read. Terrorism. Afghanistan, and America's New Way of War will appeal to the experienced professional as much as the lechnophile and casual reader. I have no hesitation in recommending this book.

RANDS TO BOARDING
STATIONS!"
*uru >»•**• M*n
Reviewed hy Doug Steele
Hands to Boarding Stations: The Story of Minesweeper HMAS Hawk
by John Foster
Australian Military History Publications 2003
available from the publishers via their website www.warbooks.com.au)
hardcover, illustrated. 125pp. RRP S39.00
Hands to Hoarding Stations is written by the former Commanding Officer of HMAS Hawk and details the ship's service in Southeast Asian waters during Confrontation with Indonesia in 1965-66, The book is an excellent read for the avid naval historian. e.x-RAN personnel ofthe 1960s or anyone interested in the role played by the Navy in Confrontation. The story follows the ship's history from preparing to leave Australia for Southeast Asia, deployment to Singapore and subsequent operations in Singaporean and Malaysian waters off Sabah and Sarawak. It is an easy to read and extremely well written account (and liberally illustrated with photographs, charts and drawings) ofthe activities ofthe ship and her crew in their deployment to the war /one. Confrontation has become to many another forgotten war due to the perception of a low level of combat activity. Hands to Boarding Stations shows that in reality this was not the case with lengthy and at times intense patrolling ofthe waterway,, between Singapore Malaysia and Indonesia in the search for insurgents, and with the frequency with which RAN vessels were engaged by Indonesian shore batteries. That no RAN personnel were killed due to this hostile and often accurate tiring is surprising. The book also details the events surrounding the incident onboard Hawk when one of her own crew ran amok with an Owen Gun. tiring over 300 rounds at the ship and his shipmates.
Reviewed hy Lieutenant Commander dreg Swinden, RAN

CHRISTMAS ISLAND
Christmas Island, Indian Ocean
by Jullielle Jameson ABC Books. 2003 paperback. RRP S24.95,
Christmas Island, Indian Ocean provides a fascinating and very personal perspective on the events that gripped the country in the last four months of 2001 and early 2002. It is an account of an intense three month period that the Sydney based journalist spent on Christmas Island in late 2001. Her journey to the island was inspired by the Tampa crisis and the resulting book is part autobiographical and part social history and commentary.

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Jameson lakes us on her journey through a short but profoundly important period of Australian history that will be remembered in many different ways. To a large extent the jury is still out on this phase of our national story and is likely to be so for many years to come. Jameson captures the perspectives of both Island locals and visitors alike during a time of unprecedented local activity and does so w ith grace and remarkable balance. Many of the characters are well known to those of us who have spent respectable amounts of time in and around the island.
So what has this to do with readership of this Journal'} Apart from being another documented perspective on some quite different aspects of Operation Relex I. a useful contribution in itself, this book serves as an excellent example of the impact of naval presence. The Navy is a constant thread running through the book which shows how critical Navy's interactions with the community are in promoting an understanding of what we do. Apparently Jameson had had little contact with the Navy before she arrived on the island. By simply reading the foreward we can see how profound an impact the presence of a ship and her company can make on an observer and the respect Jameson now has for the Service. Well worth a read.
Reviewed by Captain Ray Griggs, CSC RA.X
Zeebrugge
By Barne Pitt
Gassed Military Paperbacks 2003
RRP SI4.95. 239pp.
The latest book to join the popular Gassed Military Paperback series is Barne Pitt's] classic account of the raid by British warships on the Belgian ports of Zeebrugge and Ostend during World War I. first published in 1958.
Ihe objective of the raid on 23 April 19 IS was to sink blockships in the mouth of the Zeebrugge-Bruges Ganal and in the entrance to Ostend harbour, sealing off access to the English Channel for the U-boats, destroyers and light forces based there and in the inland harbour at Bruges, where they were invulnerable to attack from the sea. The British crews, led by the controversial Vice Admiral Roger Keyes. who had previously been Chief of Staff during the Dardanelles campaign, were all volunteers, highly trained and ready to tight. They nonetheless knew that they were unlikely to survive the firestorm from the Gentian shore batteries and Keyes made it clear to them that they should not expect to come back.
I nfbrtunalelv the operation, which was intended to prevent the German's from using these ports as bases for offensive English Channel operations, provided only a mild inconvenience for the enemy and had little strategic effect, being described as the ultimate example of heroic failure. The failure at Ostend was complete, while at Zeebrugge. the German's soon circumvented the obstructions and the I -boats and destroyers continued to operate through the summer of 191X.
The psychological effect of the raid was. however, considerable and it was viewed as a clear demonstration of British offensive spirit and courage at a lime when the situation on the Western front was tenuous. Ihe story of the raid was thrilling and cheered not only the British but the Allies as well. In that one brief morning, before breakfast, eleven men won the Victoria Gross. 21 the Distinguished Service Order, and 29 the Distinguished Service Cross, among many other awards. The cost, however. was high: 170 killed. 400 wounded and 45 missing. Keyes, the hero of the hour was made a baron.
Barne Pitt's thorough account of this courageous and heroic exploit, which deserves its place in history not for its failure hut for its inspiration, records in graphic detail Ihe preparation and execution of the raid, and is brilliantly told. It draws attention to the complexity of the operation and the courage of the men involved, and in particular. Pitt shows the importance of decisions taken by men on the spot and under fire when carefully laid plans go wrong. Although not the latest book on the subject, it remains a classic work and is arguably the best account of the gallant events that unfolded on St George's day 14IS.

Reviewed by ('aplain Allan du Tali, RAX

44
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