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JOURNAL OF THE AUSTRALIAN NAVAL INSTITUTE

VOLUME4

AUGUST 1978

NUMBERS

AUSTRALIAN NAVAL INSTITUTE
1	The Australian Naval Institute has been formed and incorporated in the Australian Capital Territory
The main ob|ects of the Institute are —
a to encourage and promote the advancement of knowledge ih.u-.i to the Navy and Ihe Maritime profession
b to provide a forum for the exchange ol ideas concerning subjects related to Ihe Navy and the Maritime profession
c to publish a journal.
2	The Institute is self supporting and non-profit making The aim is to encourage freedom of discussion,
dissemination of information, comment and opinion and the advancement of professional knowledge
concerning naval and maritime matters
a Regular    members    —     Members    of    the    Permanent    Naval    Forces    of    Australia
b Associate Members — (11 Members of the Reserve Naval Forces of Australia
(2l Members of the Australian Military Forces and the Royal Australian Air Force both permanent and reserve
(3) Ex-members of the Australian Defence Forces, both permanent and reserve components, provided that they have been honourably discharged from that force
(4i Other persons having and professing a special mieiesi In naval and maritime affairs
c Honorary Members — A person who has made a distinguished contribution to the Naval or maritime profession or who has rendered distinguished service to the Institute may be elected by the Council to Honorary Membership
 4	Joining fee for Regular and Associate member is $5 Annual Subscription (or both is $10
 5	Inquiries and application lor membership should be directed to -
The Secretary, Australian Naval Institute. PO  Box 18. DEAKIN, AC T 2600
CONTRIBUTIONS
As the Australian Naval Institute exists tor Ihe promotion and advancement ol knowledge relating to the Naval and maritime profession, all members are strongly encouraged to submit articles for publication    Only in this way will our aims be achieved
DISCLAIMER
In wrilmg lor the Institute it must be borne in mind that ihe vewsexpreesedare those ol the author and not  necessarily those ol tne Department of Delence,  the Chiel ol Naval Stall or  Ihe Institute
Regn i"" 'i for Posting as a Publi al	     ' ategory B

Title

JOURNAL OF THE AUSTRALIAN NAVAL INSTITUTE (INC)
CONTENTS

Page

Chapter News   		2
Correspondence  		2
From the Editor   	                      		3
SEAPOWER 79 — The Australian Naval Institute Seminar  		4
TheSilver Jubilee Fleet Review —28 June 1977 —by Mr J Mortimer   		6
The Australian Naval Institute Annual General Meeting  		15
Surveillance of Australia s Coastal Waters —
Commodore KD Gray DFC RAN (Rtd)   		16
HMA Airships'7 —by Commander L.M Sulman RAN      		26
Naval Institute Insignia   	-	                 		37
A Typical Patrol Profile — North Australia Area — by
Lieutenant B.G.J Nye RAN   		38
Casey University — Australian Defence Forces Academy —
by Lieutenant-Commander H L. DawRAN  		42
A Moving Appeal   		46
AD FA.— Recipe for Disaster"7—by Master Ned'  		47
Journal Back Issues  		51
Journal Binders 		51
Ships and the Sea   		52
Nobody Asked Me. But 		54
BookReview 		56
Maritime History Society of Australia 		56
Articles or condensations of articles are not to be reprinted or reproduced without the permission of the Institute. Extracts may be quoted tor the purposes of research, review or comment provided the source is acknowledged.
The front cover features a photograph of H M   Royal Yacht BRITANNIA entering harbour on completion of the Jubilee Review, 28 June 1977 — by courtesy of Mr j Mortimer
Journal ol the Australian Naval Institute —   Page 1

CANBERRA CHAPTER

MELBOURNE CHAPTER

On Thursday 2? July a meeting was convened hy Captain L G Fox RAN to hear Vice Admual .1 T Hayward USN Reld speak on The Impact ol Technology on Strategy and Major General RL Edge USAF Reld speak on The Impact ol Technology on Command and Control
A total ol 62 persons attended tne meeting and atlm trie presentalrons a lively question and answer session demon strated a high level ol interest in n
As well. Captain Fox introduced ha successor as Convenor — Commander G   Nexrasot RAN   We pass our sincere thanks to Captain Fox tor his efforts m the past
FREMANTLE CHAPTER
A meeting was held on 6 April ai which Di John Taylor gave a talk on Nelson and nis iriiurms IB persons attended the meeting to hear an excellent talk

The Inaugural meeting nt the Melbourne Chapter w<H lake place in the Churchill Room ol me RSL Club 72 Clarendon Road. Toorak. .r 2000 Ml Wednesday. 20th September. Commodore V A Parker will chair ihe inaugural meeting and all members and guests are welcome
SYDNEY CHAPTER
The Sydney Chapter met on Wednesday 2 August in the Dockyard Officers Club. Garden Island when Dr S A Mediansky ol the University ol New South Wales gave an interesting talk on The Problems ol Ihe Services in the Formulation ot Strategic Policy
About thirty members and visitors attended and Dr S A Mediansky spoke for about tody minutes A lively discussion lollowed centreing mainly on ihe system ot otticer education and development required tu meet the new role ot the Services m policy making

,~*3
Correspondence

Dear Sir
WOC s article in the February 1978 Journal laken up by Mushroom rn Ihe May issue, made sc me wise comments about resignations and suggested a timely turlough as a way ot revitalising the disenchanted officer There was a great deal ot sense m WOC s argument, and I d like lo add lo Ihe discussion
II s my impression that more relired officers would come back lo the fold J a were easier tor itiem. and thai some would make that decision within twelve months ol resigning But by then their OFRDB is all lied up and mosl could only rejoin tor a limited penod with little chance of resuming their careers and gaining promotion Some feel that they would have lo crawl back and also lhal re-entry would oe an admission either of tailing lo make Ihe grade outside o' having made an error ol judgement in resigning
Officers resign tor various reasons to take up a tempting apparently lucrative offer because they ve been upset by a particular incident because they can I see enough scope tor |Ob satisfaction in the last third ol their Naval careers because they feel a sense ot futility in the Russell Hill environment because they — or their wives — teel some general dissatislaclion or lust because they want a change — the grass looks greener rn the next paddock
Some lake over a restaurant newsagency or delicatessen some go into real estate, join a computer trim, work on the land or start a university course Whether or not they can hack it — and most can — all have a chance to compare then new pallern ol lite with the old and lo think about which they ureter I ve heard some say that they did not expect to teel such a loss at being cut off from their brother oflirers and the naval environ ment— Ihelnends. teamwork, loyally honesty and run thai are

laken tor granted I suspect that a number ot ollicers would find that they could make a go of it in civilian lite but. having proved il  would prefer lo stay in Ihe Navy
I d like lo suggest that when an otticer submits his IliOh he should be lold that Ihe submission is mjknuw ledged and can be euner accepted or wiiimciwh wfthr/i the next twelve monlhs For lhal year the otticer could lake leave wilh out pay — with all seniority pay etc Iroien — or could lake Ihe amount ol Governor General's leave due In him or a combin-alron ot the Iwo Let him gel away trom it all get the n out ot his system and take lime makinn
Someone s going to suggest that, it the disgruntled officer should be allowed a year oft, why siKiuinn | ah ill ' Weil perhaps there is something in mat too We Naval pfftt era IdflTl .i fairly small group who work pretty hard at the pb in hand and have little chance to think deeply about matters outside our own field We don I Iranster middle or senior level managers in trom other lields as do many civilian turns We are i laiMy mlro speclive lot There is not much opportunity to think out innova t/ve ideas and new approaches or to gam any real underslan ding ol life outside the Navy Also most senior ollicers have worked very hard tor many years with tulle time in puce and relied Why not give more ollicers such an opponuruly id freshen up our altitudes and widen our perspectives1 I m sure the Navy as a whole would benetil and I d bet lhal n nation rate would drop
So I heartily agree with WOC s suggestion but would lake it a bil turther    What does anybody else thinki
DJM

Page 2 — Journal ol the Australian Naval Institute

FROM THE EDITOR
As a result of featuring, in the main, the subiect of Surveillance in our last edition we have received several follow up articles which are printed in this edition Lieutenant Nye, the Commanding Officer of a patrol boat, tells us how it is out there in describing a recent patrol in diary form: Commodore Gray, recently retired, gives an in depth exposition of the Australian surveillance problem and possible solutions, whilst Commander Sulman's article on non-rigid air vehicles suggests that the blimp/airship may have a very real role in the sea approaches to Australia
Plato's comments on the Australian Defence Force Academy in last edition s Nobody asked me. but has given rise to two interesting articles on this subject Master Ned argues against the development of the Academy, whilst Lieutenant-Commander Daw. who is currently the Navy Protect Officer for the Academy, writes an informative article on the entire project. At the time of going lo press, the situation with regard to the Academy is that the sitting of the Joint Parliamentary Public Works Committee finished on 9 August and it will, obviously, be some lime before the Committee s report is submitted to Parliament. If the green light is given to the project the currently planned opening date for the Academy would be January 1983
A new contributor is John Mortimer who has written an excellent article on last year s Jubilee Review held al Spithead The article compares in some detail various types of ship present al the Review and some interesting facts and figures are revealed Would any of the smaller vessels suit the Australian requirements'* As a matter of interest John attended the Review in a private capacity and all the photographs illustrating the article are his own. We sincerely hope we hear more from him in the luture
With regard to the letter opposite fromDJM and that from Mushroom in the last edition, we are attempting to obtain some authorative comment from those m the policy making areas Such comment will be printed in the next edition
At the moment we are receiving a reasonable amount of copy for mam articles although, ol course, an editor never considers he has enough in reserve. One area where we are dry' is in the regular feature columns such as I was there when ... Technical Topics, Classic Signals', etc Furthermore, for some reason, letters lo the Editor are always very sparse despite the thought provoking and somewhat controversial topics which have been printed A journal completely depends on the quality and quantity of material received, therefore we look forward to hearing from you Copy should be in typewritten torm addressed to The Editor. Australian Naval Institute. P O Box 18. Deakin. A.C.T 2600 Closing dates for copy are
Journal Edition	Closing Date
February	15 January
May	15 April
August	15 July
November	15 October
Finally the Seminar. You may recall that the Council had to. reluctantly, postpone the Seminar, provisionally scheduled to be held last May, due to unforeseen circumstances It is with great pleasure we announce that the first Australian Naval Institute Seminar will be held in Canberra on 2nd/3rd February 1979. An invitation to attend together with an outline programme is contained in this edition and a separate brochure giving further details is enclosed The calibre of the speakers and the subjects for discussion will make the Seminar a most informative and thought provoking occasion. In view of the numbers which can be accommodated and to aid the organisers finalise all necessary arrangements early acceptance is requested It is very much the old catch cry First in best dressed'
Journal ot the Australian Naval Institute — Page 3

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SEAPOWER 79
(THE AUSTRALIAN NAVAL INSTITUTE SEMINAR)
The Australian Naval Institute is conducting its first National Seminar, SEAPOWER 79. at the Australian Academy of Science. Canberra, on 2nd and 3rd February. 1979 Proceedings will commence at 2 p.m   on the Friday and conclude at 3 15 p.m. on the Saturday
The Seminar s programme has been carefully structured around the need tor. and development of. an Australian maritime strategy, and will be a significant contribution to the current Defence debate Distinguished speakers of international and national repute will be addressing the Seminar An outline of the programme appears opposite
Registration information will be forwarded to all Members in the near future This will include full details of the programme, transport, accommodation, dinner & luncheon, and costs
Seating at the Seminar will be limited to 300. so to ensure your place, please respond as soon as you can after receipt of the registration details Non-members, too. will be welcomed, but will be required to pay a slightly higher fee
Page 4 — Journal ol the Australian Naval Institute

SEAPOWER 79
PROGRAMME
FRIDAY, 2ND FEBRUARY

OPENING
1400

Introduction to the seminar

President of the Australian Naval Institute

1405-1420      Opening Address

His Excellency Sir Zelman Cowen. AK. GCMG. KStJ. QC. Governor-General of the Commonwealth of Australia and Commander-in-Chief ot the Defence Force

STRATEGIC   FACTORS
1430-1515       Australia s Dependence on Sea
Transport
1530-1615       Australia and Military Seapower 1630-1645       Tea/Coffee
1645-1730       Australia as a Regional Seapower An External View
1830-2015       Buffet Dinner
2030-2115      After Dinner Address

The Honourable P J Nixon, MP — Minister for Transport
Commodore J.A. Robertson. ADC. RAN
-Professor Michael MccGwire— Dalhousie University. Nova Scotia
The Honourable EG Whitlam AC. QC. Prime Minister of Australia 1972-75

SATURDAY 3RD FEBRUARY

MARITIME COMBAT TECHNOLOGIES 1980-2000
0930-1030       Panel Presentation — Comparisons and Costs of.
 •	Preventing use of the Sea
 •	Securing use of the Sea
1030-1100       Discussion 1100-1115       Teal Coffee
RESOURCES
1120-1200       Money for Defence
1230-1355       Buffet Luncheon
PUTTING IT TOGETHER
1400-1445       Balancing Strategy. Technology, and Resources — A Personal Experience
1500-1510       Closing Address

Mapr Peter Young, Mr Nat Gould — British Aerospace, Mr David Burke — Litton Industries, Commander Tony Grazebrooke. RANR
Dr Ian Story — Economics and Business Administration Consultant
Admiral Elmo R Zumwalt. Jr USN (Rid)
—	Chiet of Naval Operations 1970-74
Rear-Admiral N.E McDonald, AO RAN
—	Deputy Chief of Naval Staff

Journal o/ the Australian Naval Institute — Page 5

THE SILVER JUBILEE FLEET REVIEW
28 JUNE, 1977
by Mr J  Mortimer

Until the British withdrawal east of Suez in the early 1970s, visits by Royal Navy vessels to Australian waters were a common occurrence. Barely a year passed without several Royal Navy ships calling at Australian oorts. These were mainly by units of the British Far East Fleet based on Singapore The main v sits in recent years have been confined to one in late 1975 by HM SHIPS GLAMORGAN. AJAX. BERWICK PLYMOUTH. ROTHESAY. LLANDAFF and a group of supporting Royal Fleet Auxiliaries, and the other was not until late 1977 when HM SHIPS TIGER. MOHAWK. ZULU. RHYL, and the Royal Fleet Auxiliaries REGENT, TARBATNESS and TIDEPOOL visited both east and west coast Australian ports
For one who has largely contented himself with the odd trip to Sydney to coincide with a specific movement of RAN ships or the occasional visit of a foreign warship, the Silver Jubilee Fleet Review at Spithead on 28 June 1977 provided a unique opportunity to photograph a gathering of British and other foreign naval vessels, most of which will probably not be seen in Australian waters.
The occurrence of major Fleet Reviews is relatively rare, the last two being the Coronalion Review of 15 June 1953 and the Nato Review of 16 May 1969, both of which were also held al Spithead The latter review was noteworthy being the first review in British waters in which Royal Naval ships were outnumbered by those of other navies This was not to be the situation at the Silver Jubilee Fleet Review where the vast majority of participants were Royal Navy vessels
Ships participating in the Review began assembling at Spithead, the narrow stretch of water between the Isle of Wight and Portsmouth, on Friday, 24 June 1977 By Sunday, 26 June, most had arrived and taken up their anchor berths In addition to naval vessels from about twenty countries, there were ships representing the Royal Fleet Auxiliary, the Merchant Navy, the fishing fleet, Trinity House. Her Majesty s Customs and Excise, the Royal National Life-

boat Institution and the Sail Training Association
Although the actual day of the Review was overcast with intermittent showers, the days immediately preceding and after the Review provided ideal weather conditions
At 11 am on the day. the Trinity House Vessel PATRICIA with the Elder Brethren embarked sailed from Portsmouth Harbour She was followed by Her Majesty s Yacht BRITANNIA with the Royal Family, Her Majesty s Ship BIRMINGHAM with the Admiralty Board embarked and then the Royal Fleet Auxiliary ENGADINE carrying the press. The Review proper commenced at 2 30pm and continued for some two hours. The finale was provided by a flypast of Fleet Air Arm WESSEX. WASP. SEA KING. LYNX and GAZELLE helicopters. Participation by fixed wing aircraft was considered too dangerous in the prevailing weather conditions
While the 1977 review was not as extensive as the 1953 Coronation Review a comparison of the ships present highlights developments which have occurred during the intervening period The demise of the Royal Navy s numerical strength was particularly noticeable in relation to capital ships and other vessels down to and including destroyers This is illustrated in Table 1 which shows the comparahve representation by classes of ship
THE AUTHOH
John Mortimer was bom on 4 June 1946 al Manly New South Wales and was educated al Manly Boys High School and Ihe University ol New Soulh Wales He graduated in 1968 — B A with majors in History and Political Science He |Orned Ihe Commonwealth Public Service in March 1969 and served in the Naval Stall Secretarial Department ol Ihe Navy until 1972 Aliei two years service with Ihe Department ot Prime Minister and Cabinet he returned to the Delence arena serving in Resources Planning Branch Navy Ottice 11974-75) followed by a year in the Strategic and
International Policy Division. Department ol CH '	
He is currently a Senior Executive Officer in ihe Folds Developmenl Branch John Mortimer ,s a regular con. Inbulor lo JANES FIGHTING SHIPS

Page 6 — Journal ol the Australian Naval institute

TABLE 1

CLASS	1953	1977	
Battleships	1   (HMS VANGUARD)	—	
Aircraft Carrier	9   (7 RN, 2 Foreign)	3   (HMSARKROAYL.HMS HERMES. HMAS MELBOURNE)	
Cruisers	19(8RN, 11 Foreign)	3   (HMS TIGER. HMS BLAKE. USS CALIFORNIA)	
Destroyers	45 (42 RN. 3 Foreign)	14 (8 RN, 6 Foreign)	
Destroyer Escorts/ Frigates	30(21 RN. 9 Foreign)	39 (33 RN. 6 Foreign)	
Submarines
I	28(allRN)	15 (RN 10 conventional. 4 nuclear. Foreign, 1 nuclear)	

The main thrust of Brinsn Naval strength nowadays is no longer concentrated on large surface capital ships such as the aircraft earner Emphasis is now placed on the submarine foce which is becoming progressively nuclear orientated and also on the medium sized destroyer and frigate classes Indeed the capital ship of today s Royal Navy is the nuclear powered submarine.
While the Royal Navy s destroyer and frigate strength has been reduced numerically in the last 25 years, the majority of these ships at present

are of modern design, either having been constructed recently or undergone modernisation.
In 1953 the armament of the United Kingdom s destroyers and frigates consisted of;
Main armament — medium calibre dual purpose guns, usually 4,5 inch in destroyers and 4 inch in frigates.
Anli aircraft armament — 40 mm bofors.
Anti submarine armament — anti submarine mortar or depth charge throwers.
Torpedo armament — usually 8 or 10 torpedo tubes in destroyers only

HMS VALIANT    - by courtesy ol John Mortimer
Journal ol the Australian Naval Institute — Page 7

HMS BIRMINGHAM     - by courtesy ol John Mortimer

By 1977 the armament of destroyers and frigates had been substantial y altered While the 4 5 inch gun is still widely fitted in both destroyers and Ingates, it is no longer the predominant weapon system All Royal Navy destroyers still carry at least one 4.5 inch gun mounting: however, the twin 4 5 inch mounting carried in some LEANDER class frigates has been suppressed in favour of the EXOCET surface to surface missile system or the IKARA anti-submarine missile system Other frigates with the exception of the BLACKWOOD class, and some of the older frigates used as training or trials ships, are fitted with at least one 4 5 inch mounting.
A medium range surface to air missile system (SEASLUG or SEADART) forms the basic anti-aircraft armament of destroyers. In frigates it consists of a short range surface to air missile system (SEACAT) and either 40mm or 20mm guns.
The prime anti-submarine weapon system of both destroyers and frigates is a ship borne antisubmarine helicopter This is supplemented in some frigates by the IKARA anti-submarine missile system, an anti-submarine mortar or antisubmarine torpedo tubes
In addition to the substantial developments in armament, significant progress was also evident in relation to other ship borne systems including radar and fire control systems, sonar, communications, electronic warfare, propulsion and habitability

A comparison of the destroyers present at the Review provides an indication of the lactors which play an important part in the design of destroyers The fourteen destroyers represented two generations of ship construction, their completion dates ranging from the early 1960s in the case of the COUNTY, HAMBURG and the CHARLES F ADAMS classes with, at the other end ol the spectrum, the SHEFFIELD and TROMP classes Table 2 indicates the armament of the mam destroyer classes present
With the exception ol HMAS BRISBANE all destroyers were both locally designed and constructed In some cases, notably the French and British ships, the weapon systems and sensors were almosf entirely ol local design and manufacture. In other destroyers the proportion ol local content was notably less, The BRISBANE reflected a low proportion ol local content, in comparison with other destroyers, the IKARA ASW missile system being the only major system of local design and development
The plethora of weapon systems and sensors aboard the various NATO destroyers highlighted the problems of inter-operability resulting from the various countries doing their own things and designing their ships to meet their own individual assessed needs, both tactical and industrial This trend is also evident within individual navies, and ships will in general represent the level ol technological development at the time of their design or modernisation A diversity ol sensors fitted in ships constructed in

Page 8 — Journal ol the Australian Naval Institute

1						TABLE 2						

					Federal						
	COUNTRY	Australia	Canada	France	Republic of Germany	Italy	Netherlands	United Kingdom	United Kingdom		
	CLASS	Charles F Adams	Tribal	Suffren	Hamburg	Audace	Tromp	County	Sheffield		
	NAME	Brisbane	Huron	Duquesne	Hamburg	Ardito	Tromp	Fife	Sheffield		
	YEAR COM-										
	MISSIONED	1967	1972	1970	1964	1973	1975	1966	1975		
	RADAR	SPS10.	SPQ2D	DRBV50	LW02	SPS12	3DMTTR	965901	965 909		
		SPS40.	(Italy)	DRBR51	DA02	SPG 51	(Netherlands)	992	992 Q		
		SPS52.	SPS501	DRBN32	(Netherlands)	SPS52	SPG51	277	1006(UK)		
		SPG 51		DRBI23		(US)	(US)	Si			
		(US)		(France)				
			
	SURFACE TO	Tartar	Sea Sparrow	Masurca	Nil	Tartar	Tartar (US)	Seaslug	Sea Dart		
	AIR MISSILES	(US)	(Canada)	(France)		(US)	Sea Sparrow (Canada)	Seacat (UK)	(UK)		
	GUNNERY-	Mk68(US)	M22	DRBC32A	M45	Orion RTN	WM25	MRS3(UK)	ADAWS4		
	CONTROL	5in/54cal	(Netherlands)	(France)	(Netherlands)	10X	(Netherlands)	4 5in(UK)	45iniUK)		
	GUNS	(US)	5in/54cal	100mm and	40mm (Italy)	ELSAGNA10	4.7 in	20mm	20mm		
o			(Italy)	30mm (France	l00mm(France)( Italy)	(Sweden)				
3						5in/54cal					
6						76mm (Italy)					
2	SURFACETO	Nil	Nil	Exocet	Exocet	Nil	Harpoon (US)	Exocet	Nil		
3 5	SURFACE			(France)	(France)			(France)			
1»	MISSILES										
1	SONAR	SQS23(US)	SQS501	DUBV23	ELAC1BV	CWE610	CWE610(US)	176	162		
1
Z			SQS505	DUBV43	(german)	(US)	162 (UK)	177	182		

			(Canada)	(France)				182	184		
S
i								192 (UK)	185 (UK)		
a	ANTI-	Ikara	Mortar Mk 10	Malaton	Bofors depth	Mk32	Mk32	Wessex (UK)	Mk32		
1	SUBMARINE	(Aust)	(UK)Mk32	L5	charge mortars	torpedo	torpedo		torpedo		
?	WEAPONS	Mk32	torpedo tubes	torpedoes	(Sweden)	tubes (US)	tubes (US)		tubes (US)		
o 1		torpedo	(US) Seaking	(France)	Seal torpedoes	Iroquois	Lynx(UK)		Lynx (UK)		
1
■o		tubes (US)	(Canada)		(Germany)	(Italy)					
d	COUNTRY OF	United	Canada	France	Federal	Italy	Netherlands	United	United		
to	DESIGN	States			Republic of			Kingdom	Kingdom		
					Germany						

HMS FIFE    — by counesy ol John Monimer

HMCS HURON    — by counesy ol John Monimer Page 10 — Journal ol tfw Australian Naval institute

Italian Ship ARDITO      - by courtesy ol John Mortimer

HMAS BRISBANE    - by courtesy ol John Mortimer
Journal ol the Australian Naval Institute — Page 11

differing time frames would therefore be expected However, it would seem that there could be some scope for standardisation during modernisation or half life refits While standardisation may involve additional capital outlay for the procurement of equipment IMS outlay could be offset to some extent by economies in operating costs and the possibility of increasing participation by local industry in the production and support of equipment The medium calibre guns fitted in RAN destroyers is an example ol this At present only 5 inch and 4 5 inch guns are fitted: however, with the introduction of the PERRY class FFGs the 76 mm gun will also be introduced
Apart from the TON class minesweepers and minehunters in their various configurations, the LEANDER class frigates formed Ihe largest single class of ships present at the Review In all. seventeen LEANDER class frigates were present, fifteen from the Royal Navy, one from the Royal New Zealand Navy and one from the Indian Navy The Royal Navy vessels consisted of nine fitted with a twin 4 5 inch gun mounting, four IKARA conversions and *wo EXOCET conversions
Preliminary studies of the changes which it was practicable to make in a TYPE 12 ROTHESAY class frigate in older to incorporate all the features regarded as necessary in a general purpose frigate were commenced in 1958  These studies resulted in the development

of the LEANDER design which has provided the basis for construction of some forty-tour vessels for the navies of the United Kingdom. Australia. New Zealand. India. Netherlands and Chile The basic LEANDER design provided for armament of one twin 4 5 inch Mark VI gun mounting forward, one Mortar MK X anti-submarine mortar, one WASP helicopter and two SEACAT short range surface to air missile launchers SEACAT was not installed in all ships initially and 40 mm bofors were titted as an interim measure It was later decided to fit only one SEACAT launcher
From the basic LEANDER design several ma|or armament variants have been developed and further developments are proposed These variations are detailed in Table 3
While carrier aviation in the Royal Navy has been on the decline in recent years there has been ,i gradual increase in rotary wing aviation Indeed one of the more noticeable features about Royal Navy destroyers and frigates was the number of vessels which carry a helicopter Only a few of the elder frigates and those ships specifically dedicated for training or trials purposes are not capable of operating helicopters The COUNTY class destroyers carry the WESTLAND WESSEX while the SHEFFIELD class have the WESTLAND LYNX A WESTLAND WASP helicopter is usually operated from the AMAZON. LEANDER. TRIBAL and ROTHESAY class frigates.

K.D B  PALAHWAN       ; ,   outtaay at John Mdrftmm Page 12 — Journal ol the Australian Naval Institute

TABLE 3

E
2
•o

	Royal	Royal	Royal          Royal	Royal          Chilean	Indian	Nether-	Royal New	
	Navy	Navy	Navy           Naval	Australian   Navy	Navy	lands Navv	Zealand	
	Standard     Ikara	Exocet        Trials	Navy		(2)	Navy	
		Conversion Conversion Ship	iSWANand				
			(PENEL	TORRENS)				
Gunnery			OPE)					
4.5 inch (twin|	1	—	—                —	1                  1	1	1	1	
40mm (single)	—	2	2                 -	—               —	—	—	—	
20mm (single)	2	—	—               —	—                2	2	—	—	
Surface to Air								
Missiles								
Seacat	1	2	3	1                   1	2	2	1	
Seawolf	—	—	—                1	—                —	—	—	—	
Surface to								
Surface								
Missiles								
Exocet	—	—	4	4	—	—	—	
Harpoon	—	—	—                  —	—                  —	—	—	—	
Anti-								
submarine								
Warfare								
Ikara	—	1	—                  —	1                     —	—	—	—	
Mk 32 torpedo								
tubes	—	—	2                  -	—                  —	—	—	2	
Mortar Mk X	1	1	—                 —	1                     —	1	1	—	
Helicopter (1)	1	1	1	—                   1	1	1	1	
Notes:    (1)  WASP in al	ships except	Indian Navy which carries one ALOUETTE III helicopter			
(2) The Netherlands ships are currently undergoing a	mid life modernisation which			
includes removal of the 4 5 inch mounting and Mortar Mk X and fitting of a 76 mm Oto			
Melara gun	two triple Mk 32 torpedo tubes and two quadruple Harpoon coffin laun-			
chers The	hangar is also to be converted to accommodate a LYNX helicopter			

H. S   IPOPLIARCHOS TROUPAKIS    - by courtesy ol Jon,, Morttme,

A number of very potenl ships were evident at the Review Despite her age. the ARK ROYAL still had a certain type of auia about her and n is sad to think that this magnificent vessel will be shortly paid off The USS CALIFORNIA, the only nuclear powered surface vessel present, was also notable as were the sinister black hulls of the nuclear powered attack submarines from the Royal and United States Navies However the ship which left the greatest impression was the Greek guided missile fast patrol boat IPOPUARCHOS TROUPAKIS. Ton lor ton this vessel was probably the tnost heavily armed vessel at the Review, being only some 425 tons full load displacement, she carries two OTO MELARA 76 mm guns in single mounts, two twin 30mm gun mounts, two twin MM38 EXOCET coffin launchers and two s ngle torpedo tubes Her principal dimensions are length 56 metres, beam 8 metres and draught 2 2 metres. She is fitted with four 4.500 horsepower MTU diesel engines producing a maximum speed of 36 5 knots and has a range of 2.000 nautical miles at 15 knots Her normal peacetime complement consists of 5 officers and 33 sailors Compare this with the RAN s FREMANTLE class patrol craft now being built, with a length of 41 75 metres and displacement 220 tonnes, they will be armed with one close range general purpose gunmount

A major fleet review such as the 1977 Silver Jubilee Review provides navies with an opportunity to let the public see at first hand the range of ships and weapons in inventory and to stimulate debate on defence matters. It may also serve as a means of creating a better understanding of the needs of a Navy and a more favourable attitude towards expenditure on defence.
It is now some years since there has been a large gathering (apart from exercises) of foreign warships in Australian waters, the last occasion being the Captain Cook Bi-Centen-ary Celebrations in 1970. The Bi-Centenary Celebrations in 1988 for the arrival of the First Fleet would appear to offer an opportunity for a review in Australia. It would also coincide with the 75th anniversary of the establishment of the Royal Australian Navy.

Page 14 — Journal of the Australian Naval institute

ANNUAL GENERAL MEETING 1978
The Annual General Meeting of the Australian Naval Institute will be held at 1930 on Friday, 27th October 1978 at R.S.L National Headquarters. Constitution Avenue. Canberra,
All Office Bearers and Councillors are elected at the Annual General Meeting Only regular members may vote and hold office. Voting must be in person at the meeting and proxies are not allowed.
Nomination of candidates for election is to be in writing, signed by two members of the Institute and accompanied by the written consent of the candidate and should reach the Secretary by 13th October, 1978
The Office Bearers of the Institute are:
a.	President
b.	Senior Vice President
c.	Junior Vice President
d.	Secretary
e.	Treasurer
The Council of the Institute consists of:
a    The Office Bearers
b.    Ten regular members known as Ordinary Councillors.
The formal Notice of Meeting and Agenda. Nomination Form tor election of Office Bearers and Councillors and a Memorandum of Annual Subscriptions due for the year 1 st October 1978 to 30th September 1979 have been inserted in this edition of the Journal for members' convenience.
Journal of the Australian Naval Institute — Page 15

SURVEILLANCE
OF
AUSTRALIA'S
COASTAL WATERS
oy Commodore K D Gray DFC RAN (Rtd)

INTRODUCTION
Australia has a coastline of over 12.000 miles and a number of outlying island territories — Norfolk. Lord Howe. Macquane, Heard, Cocos and Christmas Islands The introduction of a 200 mile fisheries or exclusive economic zone, by unilateral declaration or in accordance with a UN Law ot the Sea Convention, will generate a maritime area of over 2' z million square miles — or nearly four million square miles if claims are made in respect of the island territories — over which Australia will enjoy sovereignity or specified sovereign rights The exercise of sovereignty or sovereign rights will carry with it certain responsibilities and obligations which will require that Australia should be aware of the extent and nature of any exploration and exploitation taking place in this maritime area This is but one dramatic reason for the need for surveillance, but it illustrates to some exlent the size of the problem
Surveillance, in the context of this paper, may be defined as the systematic observation of the sea and air space surrounding the Australian coastline and its island territories to determine the extent, nature and purpose of ship and aircraft movements possibly prejudicial to the peace, good order and security ot Australia This paper is not concerned with Ihe wartime requirements tor surveillance except as these relate to the peacetime requirements
NEED FOR SURVEILLANCE
Surveillance ts needed for a range of military and civil purposes, the principal of which are:
• To deny a potential enemy from gaining intelligence on military targets in Australia and in Australian coastal waters.

To deny a potential enemy from gaining environmental experience in Australian sovereign waters
To prevent the provision of clandestine support to dissident elements ol Ihe Australian population, terrorist organisations etc To prevent a foreign power from challenging Australian sovereignty to particular islands To monitor the passage of foreign warships in order   to   ascertain   the   purpose   of  their passage and to gain intelligence on their characteristics and capabilities. To maintain the skills necessary for the detection, identification. location and interception ot intruding surface, sub-surface and air craft To    prevent    the    illegal    exploration    ot Australia s maritime resources. To prevent the unauthorised exploitation of Australia s maritime resources To prevent the illegal introduction of unauthorised imports, particularly drugs and arms To prevent the illegal entry of migrants To    prevent    the   introduction    of   exotic diseases
To provide assistance to shipping and aircraft in distress.
To protect the maritime environment To prevent individuals or groups from Australia providing illegal  support to dissident groups overseas.
THE AUTHOR
Commodore Gray retired from Ihe RAN in March of this year atler completing 30 years service which was preceded by five years service in World War II with ihe RAAF Postings which have relevance 10 the surveillance prooiem include two years as Naval Olticer in Charge North Australia Area, two years as Director ot Plans in Navy Otlice three years on the Joint Policy Staff (during which time he was Ihe Defence representative on Ihe Australian Delegation to Ihe United Nations law of Ihe Sea Conferences) and three years as Deputy Director Military ot the Joint Intelligence Organ izalion

Page 76 — Journal ol the Australian Naval institute

It is important to note that most ot the above purposes call tor prevention or "denial' of certain activities. Deterrence and prevention are the key notes of surveillance
The first six of these needs relate lo military purposes, the remainder to civil purposes This does not mean, however, that surveillance can be divided neatly into these two categories While carrying out surveillance for military purposes it should be possible to detect breaches of civil law on the other hand, however, surveillance carried out in respect ot Ihe civil law may not be able to detect military related intrusions or activities. In peacetime, in the Australian area ol maritime interest, about 95% ot the surveillance effort will be related to Ihe civil requirements, but the military requirements may well be vital
EXTENT OF THE SURVEILLANCE TASK
It is not necessary to carry out surveillance for all purposes around the whole of Ihe Australian coast and the island territories Because of the nature of certain activities in relation to which surveillance is necessary and because of geographical factors it is possible to determine priorities between areas and to determine the degree of surveillance required in each area. A detailed assessment of the extern of the surveillance task would require a considerable in-depth study, but it is possible to establish some guiding principles.

Theoretically it would be possible to provide surveillance over a particular area which would ensure that any illegal activity or activity prejudicial to the peace, good order and security of the state was detected It is a matter of determining the extent of the area, determining the characteristics ot any potential intruding craft establishing the capabilities of the surveillance resources which could be provided and making the necessary calculations
In practice, however, it is not possible to provide 100% assurance that complete surveillance could be provided in even a small area. Factors such as weather, equipment serviceability, and operator effectiveness will reduce the degree ot coverage. Except in a small area, the resources required to provide close to 100% assurance of detection would be tremendous and the funds needed to provide the resources would be beyond the capacity of the state to provide and not commensurate with the return except in situations of dire emergency A prime purpose of surveillance is lo deter, to convince the offender that the risks associated with his activity are not commensurate with the returns, financial or otherwise. In respect of most activities a one-third prospect that an offender will be apprehended is likely to provide sufficient deterrence, although much will depend on the consequences suffered by those apprehended — the extent of fines, prison sentences, confiscation of craft gear and cargo, diplomatic embarrassment etc

Soviet Sverdlov class cruiser
Journal ol the Australian Naval Institute — Page 17

In the case ot high gan ventures — the gaming of vital intelligence, drug-running, poaching of valuable resources, illegal entry where asylum in Australia even after suffering a stiff penalty is preferably to life elsewhere — a much higher risk factor, as high as 100°° in the case ot illegal entry of the type cited above, could be acceptable. If it were possible for Australia to provide an extremely high degree of surveillance capability it would be likely, after the penod in which its performance had been proven, that the deterrent factor would be so high that further attempts to challenge our sovereignty and sovereign rights would decrease to an extent that most of the resources acquired to provide such a high degree of surveillance would no longer be required
In principle, then, it can be said that about a one-third assurance of detection of violation of our sovereignty and sovereign rights is the maximum required in those areas where the prospective gains are likely to be less than high In high prospective gam areas a higher degree ot surveillance would be required and, perhaps, justifiable The extent to which the effort should be expanded will depend on the gams to be achieved from detection In the case ot boat refugees the detection of approaching craft allows the alerting of reception facilities, the provision of succour to distressed vessels, and the prevention of the spread of exolic diseases which could occur if undetected landings are made in isolated areas Failure to detect large-scale drug-running could have ramifications for the whole fabric of Australian society The poaching of valuable resources may be measured in economic terms and the cost ot surveillance measured against the value of resources lost Attempts by a potential enemy to gam vital intelligence are like y to be made only in a period ot tension or when a particular activity — the testing of an advanced weapon system or the use of such a system in an exercise — is going on these are circumstances which would be known to the Australian authorities and appropriate localised, short-term measures could be adopted In all cases ot high gain/high risk acceptability activities it wll be necessary to determine the benefits accruing from successtul surveillance operations and to test these against the problems, including political embarrassment, of failing to delect breaches As a guiding principle, a 50°° degree of assurance of detection of high gain/high risk acceptability activities should be sought
From Ihe foregoing it is possible to establish three levels ot surveillance
(ai    High level, yielding a 50% prospect of detection and apprehension in areas where high

gain/high  risk acceptability activities are likely
 (b)	Medium level, yielding a 30°° prospect of detection and apprehension, in areas where there are likely to be regular attempts to breach our sovereignty or sovereign rights but where the gains from so doing are likely to be less than high
 (c)	Low level, in areas where only sporadic intrusions into our sea and air space are likely and which will be subject to occasional surveillance as resources are available from high and medium level operations
High gam/high risk acceptability activities have been identified above as the gaming of vital intelligence, drug-running, poaching of valuable resources, and certain categories of illegal entry Although the gaming of vital intelligence could be conducted anywhere around the Australian coast il would be most likely to take place m the vicinity of ma|or defence facilities, including particularly trials facilities, and where maior exercises, particularly those involving foreign forces using advanced technology equipment, are being held As stated, however, the circumstances would be likely to be related to circumstances identifiable by the appropriate Australian authorities and could be countered by localised, short-term operations The activity would be likely to be occasional and sporadic, except in periods of tension short of conflict, and would require the provision of sophisticated surveillance systems to counter In periods ot tension, where the security of the nation was at risk, it could be expected that the surveillance resources provided for other purposes could be made available to counter this activity In times of tension, the north and north-western coasts, in Ihe arc from North West Cape to Cape York would be the most likely intelligence target areas
Drug-running, as opposed to drug smuggling, is geography and craft restricted Aircraft and surface craft used for this purpose normally would be small and ot relatively short-range, and the surface craft, would have relatively poor sea keeping qualities Transits through foreign airfields and ports would probably be linked to small facilities where local authorities could be encouraged to turn a blind eye Arrival points in Australia would need to be isolated and a local organisation would be needed to provide fuel, onward passage of the cargo, etc For all practical purposes it is likely thai drug-running, or Ihe illegal running of other highly valuable cargoes, would take place only along ihe northern and north-western coasts m the arc from Port Hedland to Townsville, but more particularly in the arc from about Broome to Cape Arnhem There would, of course   be exceptions to this

Page '8 — Journal ot the Australian Naval Institute

Soviet Kresta class guided missile cruiser

pattern, but this paper is concerned with the more likely pattern of operations Drugs and other highly valuable cargoes could, of course, be dropped overboard at selected positions from ships on normal trading activity to Australia Surveillance of this type of activity, except when acting in pursuance of information received, would be impractical.
Valuable maritime resources capable of being poached in a short duration activity would be limited to living resources, probably crustaceons. although it could apply in the future to manganese modules on the deep sea bed Valuable living resources occur only over the continental shelf and poaching activity would be feasible only where there is a wide continental shelf This occurs again around the northern and north-western coasts from North West Cape to Sandy Cape
Illegal migrants, like drugs or other valuable cargoes, could be dropped al any preselected positions around the Australian coast, but we are not concerned with that problem here We are concerned with a person, or a group of persons. who acquires, charters, steals or highjacks a craft to bring him or them to Australia Similar constraints would apply as for drug-running, although somewhat larger surface craft could be employed In this case geographical considerations indicate the most likely landing area to be in the arc from Broome to Cape Arnhem

Based on these guiding principles, it is possible to establish the degree ol surveillance which, desirably, should be applied lo various sections of Auslrahan waters
None of the island territories appears to have useful marine resources off its shores. Ihere would be liflle value in gaining intelligence of them in a period short of tension, there would be scant potential tor the introduction ol drugs, they are not on the route lor illegal migrants, and they provide little possibility for the support of overseas groups. Using the same criteria il is not possible to write off any part ol the mainland coasl as nol requiring medium level surveillance, bul the degree of medium level surveillance could be reduced below the maximum desirable of 30% assurance in:
 •	areas of high traffic density such as Bass Strait and the East coast from Gabo to the southern edge of the Barrier Reef
 •	areas where the fishing potential is low
 •	areas where the intelligence to be gained by a potentially hostile power would be of little value.
The depth from the coasl to which surveillance needs lo be provided is related to the potential illegal or prejudicial activity which could be carried out in a particular area, the geographical, geomorphological and resource features of the area, and any delimitation agreements we may have with neighbouring countries

Journal ol the Australian Naval Institute -- Page 19

It will not be necessary, for example, in areas where fish exploitation prosoects are poor beyond the limits of the continental shelf to provide surveillance to the outer limits of the 200 mile economic zone where this extends beyond the continental shelf Conversely it will be necessary in areas where exploitation prospects are good, to extend surveillance beyond 200 miles in order to detect potent at intrusions into the zone before they occur and to monitor movements of potential intruders

It includes information provided by sophisticated electronic equipment, information provided by co-operating countries from which a possibly intruding ship or aircraft departs or through or over which it passes, and visual sightings by ships and aircraft engaged on routine activities or by observers on shore It is essential that all intelligence should be fed quickly into a common centre, processed and made available to those engaged in physical surveillance

It is possible to establish a number of sectors around the Australian coast witn the characteristics shown in Table 1
SURVEILLANCE RESOURCES
If it is to be effective and achieved with the maximum economy of effort, surveillance active ties require a high degree of co-ordination of the various elements involved  These are
 •	Intelligence
 •	Early warning systems
 •	Aircraft
 •	Surface craft
Intelligence can take a wide range of forms and can be provided by a wide range of sources
Early warning may be provided by shore-based radar or satellites Other than intelligence radar detection is likely to be the only source of detecting the intrusion ol an aircraft into Australian air space On the other hand, radar detection — other than that achieved by surveillance platforms is unlikely to be of much value in the surveillance process in respect of surface craft In the longer term, if aspirations relating to over the horizon radar are realized, these systems could be of considerable value in the early detection of intruding surface craft Satellite systems could make a significant contribution to the surveillance of intruding surface craft but the costs would be prohibitive in the absence of a proven, serious threat.
TABLE 1

Sector	Primary Purposes of Surveillance	Level of Surveillance	Depth fro coast
(nautical miles)	mArea(in square nautical miles)	
Upper North West (Broome to Melville Island)	Counter drug-running resource poaching, illegal entry, denial of intelligence Collection	High	200	120.000	
Arnhem (Melville Island to Cape Arnhem)	As above	High	180-200	70-80.000	
Gulf (Cape Arnhem to Cape York)	Counter resource poaching, environment protection	Medium	150	120.000	
Barrier Reef (Cape York to Sandy Cape)	Resource poaching, environment protection	Medium	100-200	150.000	
East Coast tSandy Cape to Cape Howe)	Resource poaching, enviror ment. intelligence denial	-Low	100-150	80,000 to 120.000	
Tasmania	Resource poaching, environment	Medium	50-100	16.000 to 32.000	
Southern (Cape Howe to Kangaroo Island)	Resource poaching, environment, intelligence denial	Low	50-100	40.000 to 80,000	
Bight (Kangaroo Island to Cape Leeuwin)	Resource poaching, environment intelligence denial	Low	200	220,000	
West Coast (Cape Leeuwin to North West Cape)	Resource poaching, environment, intelligence denial	Medium	200	150,000	
Lower North West (North West Cape to Broome)	Resource poaching, environment	Medium	250-300	125.000 to 150,000	
Page 20 — Journal ol the Australian Naval Institute

Boeing E3A AWACS — by courtesy ol Westmghouse International

Intelligence and early warning systems play a ma|Or role in identifying Ihe need for physical surveillance in a particular area at a padicular time. They should alert authorities to the possibility that an intrusion will lakeor has taken place It is most unlikely that they will be able to confirm Ihe identity of the intruder or the nature ot the activity It is possible that an intruder will be deterred initially if he is aware that he has been detected by these means, but it detection is not followed by apprehension, the deterrent effect will be short-lived. Certainly these systems will be unable to effect an apprehension and the degree of surveillance achieved would be very low if physical surveillance was mounted only in response lo intelligence or early warning
The main burden ol surveillance is likely to remain wilh ships and aircraft Neither ships nor aircralt on their own can provide the whole answer In a single sortie an aircraft may cover an area of 100.000 square miles with a high degree of assurance that all surface craft in the area have been located, and a slightly lesser degree of confidence that each has been identified positively An aircraft is likely to have considerable difficulty in assessing positively the activity ot a suspicious craft and, practically, no capability to apprehend a suspected offender, although it may exercise the right of hoi pursuit until a surface platform can make an intercept A ship, on the other hand, can provide surveillance over a much smaller area, at best 7 8.000 square miles in a day. and perhaps 3.000 square miles only for a patrol boal. but is required to make positive identification of suspicious craft, to confirm the activity of Ihem. and to apprehend them if circumstances warrant such action It Is necessary to stress here that a ship is an enforcement platform rather than a basic surveillance platform At present aircraft provide Ihe only truly efficient means of area surveillance

It now becomes a matter ot determing whal resources would be required to provide the desirable degree ot surveillance outlined earlier
The intelligence resources required to facilitate surveillance already exist in Australia A high degree of co-ordination of surveillance related intelligence has been achieved and applied Experience has shown, however, that it is not realistic to place too much reliance on receiving information from countries through or over which ships and aircraft approaching Australia must pass Their own inadequacies in providing surveillance of their sea and air space, their lack of control over or contact with outlying areas, the potential for corruption of officials, and their unwillingness to co-operate in some cases, are all contributing lactors.
It would be unrealistic and unnecessary lo provide a system of early warning radars around the Australian coast It has been shown that these radars would have value only in the detection ot intruding aircraft. Such intrusions are possible only in the area from Broome to Cape York and are probably so infrequent as not to warrant a major response. Should, in Ihe future, a military threal to Australia be in prospect, the need for an effective air surveillance system would arise.
In assessing the ship and aircraft resources required to provide the desirable degree of surveillance, it is necessary to consider the concept ot operations and the required characteristics ot the platforms
The concept of operations is fairly self-evident, and is based on the specialised capabilities of each platform — aircraft to locate, identity and assess the likely nature of suspicious activity, ships to confirm nature of activity and to apprehend or take other necessary action An craft should fly routine surveillance missions in

Journal ol the Australian Naval Institute — Page 21

order to ensure that the desirable degree of detection probability is achieved, i e. areas ol high level surveillance should be covered completely every second day. areas of medium level surveillance should be covered every three or four days Flight patterns should be as random as possible In addition to routine missions there would be a need to respond to intelligence reports either within a routine mission or as a special mission
All contacts, electronic v visual, in the search area must be investigated to establish the identity and. where possible, the purpose ot the activity of each contact
When a particular contact is confirmed as ill or considered to be suspicious, it is necessary to monitor its subsequent movements and activities until a surface craft can make an intercept, suspicions are allayed, or il is accepted that the activity does not warrant prosecution Ideally, once a contact has been confirmed as or suspected ol engaging in illegal activity, an intercept of the contact should be made within hours To provide assured response to any illegal or suspicious contact in areas when high or medium level surveillance is required within 12 hours would demand the constant availability ot boats deployed to locations in each area from which a timely intercept could be made
As mentioned earlier, delerrence and prevention are the key notes of surveillance

Once detected and investigated by an aircraft, most offenders will break off their activity and leave the area, but only if they believe that detection will be followed by apprehension or thai there is a reasonable assurance of interception and apprehension The ideal solution would call for the constant availability of 16-20 boats deployed to intercept locations By the time provision is made for craft availability — allowing for maintenance, crew-rest, investigation and escort of other offenders, court proceedings etc — there would be a need for at least 50-60 boats. Fortunately the deterrence value of surveillance reduces this requirement. The deployment of two or three craft to each of the two high and live medium areas ol surveillance requirement — a total of 16 to 20 boats — would provide a demonstrable capability to respond to aircraft detecltons
Numerous optional concepts have been put forward lor the apprehension aspects of surveillance. These include the use of surface effect vehicles, helicopters, flying boats air-dropped boarding parties, etc Many of these have a superficial appeal as they would allow for more rapid response than conventional surface craft they appear to have greater flexibility, and they appear to offer a cheaper solution The helicopter and the surface effect vehicle may have some application in certain situations, but they do not provide the complete answer Each suffers iwo mapr disadvantages - the vulnerability of boarding parties using these platforms, and their inability to take a disabled vessel in tow  A flying

Jindalee Receiving Slalion near Alice Springs  — by courtesy of Dentence Research Centre. Salisbury Page 22 — Journal ol the Australian Naval Institute

boat developed for rough water operations has a deal ol attraction, but It is a very expensive solution
1 he desirable characteristics ol surveillance platforms vary according to whether the platform is required for military or civil surveillance For military purposes there is the need for rapid reaction over very long distances, the ability fo rernam on station for long periods, bul. most importantly, the need to carry out underwater surveillance and the demonstrable capability to lake offensive action against an intruding craft In particular the requirement to detect, locale and to take offen sive action if necessary against a submerged target calls for a vast array of sophisticated, expensive equipmenl which can be mounted only in a large expensive craft — air or surface For surface detection and apprehension much simpler craft are effective
Taking account of our geographical circumstances, the following characienstics are required lor the civil surveillance role
For Aircraft
Endurance of the order of 900 • 1200 miles. High definition radar capable of detecting surface targets in moderate sea conditions lo 25/30 miles.
Accurate navigation system Transit speed of 200 knots plus, loiter speeds of 130 - 170 knots
Safe performance in the event of an engine failure.
Good crew habitability and visibility Capable of operating away from mam base facilities for extended periods Good communications.
For Ships
Endurance of Ihe order of 1200 - 1500 miles High definition radar capable of detecting surface targets in moderate sea conditions to 10/15 miles
Accurate navigation system Good   sea-keeping   and   ship   habitability qualities.
Patrol speed of 10/15 knots, maximum speed of not less than about 25 knots, slow steaming speed of 4/5 knots. Towing capability.
Armament lor defence against small arms Capable of operating away from main bases for periods of 9-12 months and from maintenance facilities for three to four weeks •    Good communications.
Both the air and sea platforms should be capable of being equipped with more sophisticated equipment to accept some of the military role should a situation develop which requires a greater military surveillance effort.   Suitable air-

craft for the civil role are available at a cost in the order of $1m each; suitable surface craft would probably cost S10-S12m each Aircraft fitted tor the complete military role cost in the vicinity of S12m each.
The number of aircraft required for the civil surveillance role will depend primarily on the air craft selected for the task, the characteristics ot the various areas to be searched, and the degree and level of surveillance to be flown It will be influenced heavily by the number ol contacts fo be investigated, and prevailing weather and sea conditions Under ideal conditions an aircraft with the characteristics, which I have outlined in my paper, could provide a high degree of assurance of detection and identification ot all surface targets in an area of about 30 - 40.000 square miles in a single sortie of some six to seven hours
To provide the level of surveillance calculated to be necessary to provide truly effective cover in the Australian maritime area would require over 2500 sorties a year or about 20,000 flying hours a year This would require 30 to 40 aircraft
Surveillance of our maritime surrounds should be the cornerstone of our security preparedness. At this stage Australia's military surveillance capabilities are adequate to provide the degree of surveillance necessary to deter the likely level of foreign, military-related, intrusions which could be expected. They are not adequate to respond to a major upsurge in that activity, and they will not be adequate if existing capabilities are diverted to civil surveillance purposes.
SURVEILLANCE OPTIONS
If there is to be no degradation of Australia's security preparedness, there are really only three practical options, lo develop a separate Coastguard Service; to allocate to the Navy and Air Force additional roles in respect ol civil-related surveillance and to allocate additional funds for this purpose, or an amalgam of these two
Superficially, the concept of a separate Coastguard Service is attractive It would not divert the attention of the Services from their prime functions: it would be directly responsive to Ihe civil authority, it would represent the use of minimum force and it would be in the tradition of using a law enforcement agency to apprehend law-breakers rather than the military
In a time of threat to our security, there would be the strong possibility that there would be intrusions and infiltrations of our maritime surrounds The skills and operating lechniques. and. to a limited degree, the craft required for civil

Journal of the Australian Naval Institute — Page 23

Grumman E2C Hawkeye   — by courtesy ol Grumman Aerospace Corporation

related surveillance are the same as those required to deny infiltration into our waters in an operational situation The experience gained by young patrol boat captains and officers in charge of detached flights is of considerable benefit to the Services, both in respect of their career development and in preparation lor a potential wartime role
To which civil authority would a separate Coastguard Service be resoonsible9 A number of Departments and authorities — Fisheries, Customs. Health, Immigration, Environment, Transport — have vested interests in the surveillance task To allocate it to any one would appear to be at the expense of the interests of the others or lead to a situation where particular authorities seek their own specialised resources Armed force, or at least the demonstrable capability to use a degree of armed force in excess of that which a evil law enforcement agency is accustomed to using, is frequently necessary in cases where a ship s crew offers resistance to apprehension To provide this to a civil agency would be to create a mini-navy and would be wasteful duplication
The costs associated with developing a separate Coastguard Service — training, provision of support and operational facilities, the development of separate command, control and communications facilities, the creation of a separate command hierarchy and headquarters staffs — when these are already available within the RAN and RAAF — wou d be grossly wasteful of limited resources There would be additional costs in overtime payments of civil crews; there would be competition tor refitting facilities, there

would be competition for the finite manpowei resources of people interested in sea-going or flying careers
A sensible and cost-effective solution would be the creation of a Joint Surveillance Command within the Services. It should be provided with the additional surveillance resources required to meet the civil task, and operate from existing bases but deploying to surveillance areas as necessary, and draw on established Service resources for manpower, communications, administration, and logistic support. It should allocate its resources to surveillance operations in accordance with guidelines developed by a co-ordinating committee representative of all Commonwealth authorities with a vested interest in the surveillance of Australian maritime space.
While there have been many allegations of the Irequency with which Australian sovereignly and sovereign rights have been breached, it is likely that the true extent of intrusions into our maritime space have been much less than has been claimed. In any case, once an effective degree of surveillance and apprehension have been achieved, it is likely that Ihe extent of attempted intrusions will decrease The first step should be to ensure that we have a complete picture of the totality of the problem — the extent, nature and pattern of intrusions To this end the recently announced Government surveillance mtenlions provide a means of establishing the magnitude of the task in the longer term before rushing into the acquisition of a large number of expensive resources which may not. necessarily, be required at the levels indicated in this paper on a continuing basis.

Page 24 — Journal ol the Australian Naval Institute

wu
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— a new word in anybody's language!
Vickers Cockatoo Dockyard is the main refitting base for the Navy's submarines.
Advanced technology in weapons, sensors, and fire control systems being installed at Cockatoo makes these fine Oberon class boats a very powerful and effective arm of Australia's defence.
'Submarine Weapons Update Programme
viCKers
VICKERS COCKATOO DOCKYARD PTY LIMITED
A member nt the Vickers Group of Companies in Australia Cockatoo Island NSW 2000 Telegrams a Cables CODOCK Sydney Telephone 8279201 Teler AA21833
Journal of the Australian Naval Institute — Page 25

HMA AIRSHIPS?
by Commander LM Sulman RAN

"Resort is had to ridicule only when reason is against us

Thomas Jefferson

INTRODUCTION
The idea of Australian sailors proceeding to sea in an airship smacks of a 'light of fancy, but perhaps it is not so remote when some of the problems confronting the Navy, and the nation, are considered One of the most urgent is that of providing effective surveillance of a coastline of over 20.000 kilometres a problem which will be compounded by the inevitable declaration of a 200 nautical mile exclusive economic zone (EEZ) Although the surveillance problem has always been present it is only now that it has been acknowledged as of vital concern and that attention is being directed toward providing solutions Whatever the solution to the EEZ task it is most probable that the Navy will be vitally involved
The Minister for Defence. Mr Killen, was recently reported as saying in Parliament that it would take 300 Orion aircraft, at a cost of $12 million each, to carry out surveillance and that there was Buckley's chance of obtaining thai sort of money (33 p 1) He was further quoted as saying with regard to air warn ng that about 100 radar stations would be needed in Northern Australia to detect low flying aircraft, but that in his view the over-the-hortzon (OTH) radar. Jindalee. presented a more satisfactory solution.
An article by S S Schaetzel in the Pacific Defence Reporter addressed the fishing protection surveillance problem ard concluded that unsophisticated aircraft with good sensors are the most cost-effective solution for the detection of seaborne intruders (29 p 47-53) However, even it there were sufficient Orions. Nomads or other aircraft available to carry out the surveillance task there is still the proDlem of reacting to the initial detection Aircraft are often able to make positive identification of a contact but the task of boarding, arrest or escort of intruders is not within their capabilities With a comprehensive Jindalee system the problem is the same, a

second element must be introduced to conduct the on-the-scene business The most obvious solution to this problem is to locate large numbers of fast patrol craft at key points around the coast, but this would be expensive and would create formidable logistic and administrative problems
In the best of all possible worlds an effective naval surveillance vehicle would, in addition to high speed and a wide sweep capacity, also be capable of completing the process of identifica lion, inspection, arrest and escort where appropriate and. most importantly would be available for mapr tasks with the Fleet The proponents of airships claim that lighter-than-air (LTA) vehicles can provide pst that capability what is more they claim that airships are capable of a whole range of naval missions and that new developments will bring the airship back into prominence and general use (35)
With the increasing emphasis on the conservation of dwindling resources, there has been a world-wide reawakening of interest in the airship This is padicularly so in the commercial arena At the last count there were seven companies in the USA pursuing some aspect of airship research or development; in Europe there were four British companies, two French and at least one in each of the two Germanys simiarly engaged    The
THE AUTHOR
Commander Max Sulman |oined trie RAN College as a Cadet Midshipman m 1954 After gradu almg he underwent sea training m HUA ships SYDNEY and SWAN Oolore proceeding lo BHHANNIA Royal Naval College tor continuation training He qualified as a navigating specialist in 1962 and com pleted the Advanced Navigation Course in 1972 He has served in many ships of the RAN m many capacities, the las! as Executive Otticer and then Commanding Otlicer ol HMAS Vf NDfrtA m 19.M tie graduated horn the U S Armed Forces Slafl Cole e ■ June 1978 and is presenlly serving in tne Air,I'm.in Embassy Washington as the Stall Officer to tin Hud of Ihe Australian Deft

Page 26 — Journal ol the Australian Naval Institute

USSR has been showing considerable interest in dirigible construction in recent years, and al least one Russian nqid airship, the D-1. was llown in 1969 (15 p 135-138)
It seems too that at least one ol the companies is actively pursing sales, (or there were newspaper reports in October, 1977 that the Australian Defence Department had been shown proposals by a British firm. Aerospace Developments, for its projected blimp, the AD600 (1 and 2) Has, then, the airship any value to the RAN7 The purpose o! this article is to investigale this question by a study of the past and present, with a glimpse of the luture. to determine the potential of the airship to undertake naval missions in peace and war
BACKGROUND
Airships were the world s first great aircraft Years before World War I a large fleet of airships was carrying passengers and cargo all over Germany; logging many thousands of miles in the process without a fatal accident During that war airships were used by the mapr combatants in a variety of missions with considerable success After the war operations and development continued until May 1937 when, at Lakehurst. New Jersey, the era of airships as passenger and cargo carrying vehicles came lo an end
By present day standards the explosion and destruction of the HINDENBURG at Lakehurst was not a great disaster; only 36 of the 97 persons onboard perished, but it had serious political repercussions in Germany and all com mercial operations ceased while efforts were made to obtain the inert gas helium to replace the highly inflammable hydrogen as the lilting gas The Nazi march into Austria in 1938 effectively removed any possibility of the sole supplier ol helium, the USA. releasing any to Germany 115 p 63)
There are three general types of airships, the non-rigid, the semi-rigid and the rigid To fly Ihoy rely upon lift and thrusl the lift force is provided by the lighter- than-air gas that fills the hull and the thrust force is supplied by the engine or engines A fourth type of airship has been proposed, the hybrid which combines buoyant lift with aerodynamic lift gained from a lifting hull design or a wing (26 p 42)
Non-rigid airships. commonly called "blimps", have the engines and accommodation supported directly by the gas envelope (25 p 3i The US Navy blimps of the 1950s and the current Goodyear advertising blimps are examples of non-rigid construction
Semi-rigid construction incorporates a keel which is attached to the envelope overall thus tending lo offset any buckling effect which can

occur in the non-rigid (25 p 3) In the early days of airship development some semi-ngids were built The Italian. N-type airships of the 1920s. NORGE and ROMA were examples of non-rigid construction Amundsen s celebrated (light over the North Pole in 1926 was in NORGE which had a length of 106 metres, a gas capacity ol 18,830 cum and a speed of over 60 knots There are proposals (or the development ol modem hybrid airships which would be essentially ol semi-rigid construction but which would be quite different in appearance (26 p 43)
The great airships of the past were of rigid construction They were the first large aircraft to fly. Rigid construction allows greater sizes to be achieved more efficiently and the most famous airships of their time, such as the 235 metre GRAF ZEPPELIN and the 250 metre HINDENBURG were of that type All rigid const! uction ceased with the Second World War and due to the rapid technological advance of heavier -than-air aircraft (HTA) there has been until recent times, little interest in continuing development Current knowledge ol rigid airships is therefore based on ships that last flew 40 years ago
Hybrid vehicles are very much in the conceptual stage They consist essentially of two types the first comprises pressurised cylindrical and multi-lobed shapes in a variety of semi-rigid forms, and the second group consists of variations Of winged airships, very much like blow-up aircraft The hybrids excite the imagination of true believers but at this stage of their development must be placed very much in the risk category until further work is done A study by Goodyear in 1975 found that in comparison with commercial cargo aircraft ol equal gross weight and range, a conventional take off and landing (CTAL) hybrid was of signilicantly lower productivity (14 p 1)
Airships become more efficient load carriers with increasing size, however, they have different capabilities for the type of construction Estimates would suggest that rigid airships are between 25% and 35% structurally more efficient than non-ngids. and it has been estimated that Ihe disposable load of a rigid is likely to be about 80% greater than a non-rigid of the same gas capacity (4 p 439)
Over the years many writers have expounded their views on the reasons for the demise of the airship, and most agree generally on the major causes. There are three which stand out Firstly, the only readily available gas was hydrogen which was highly inflammable and the source of many accidents Secondly the materials and engineering practices used in their construction were inadequate for ihe task which resulted in structural and other failures   Finally.

Journal of Ihe Australian Naval Institute       Page 27

V/STOL, THE strike one:
steam catapult      i
and arrestor wires       *
and their maintenance

A modern steam catapult costs over $A10 million — without the boilers which supply the steam. It weighs hundreds of tonnes. And you'd better have two in a ship operating cnnvential naval aircraft.
The arrestor gear is almost as penalising.
Both equipments need a continuous and heavy investment in maintenance, afloat and ashore The ship's fixed-wing Air Group is totally dependent on their working.

Cats and wires are the first to go with the entry of the Sea Harrier.
Harrier puts the power for launch and recovery back where it belongs — in the aircraft, independent of the ship.
Any flat deck can become a mobile base li a maritime jet air power. Welded steel plating needs little maintenance. It is always ready for V/STOL flying — even when the ship is at anchor or alongside.

Page 28 — Journal ol the Australian Naval Institute

ELIMINATOR

•*-.,

manpower, afloat and ashore.

g
Launch by Short or by Vertical take-off; recovery by Vertical landing. Sea Harrier brings an up-to-date integrated weapons system to the air defence, rescue, strike, close air support and ASW
Idles.
Flexible, economical yet powerful maritime defence.
Sea Harrier simplifies ships as no other naval aircraft since sailors first took to the air.

HARRIER
- the beginning of anew naval era
Kingston-Brough Division, Kmgston-upon Thames. England Represented by
BRITISH AEROSPACE AUSTRALIA LIMITED 61-69 Macquane Street, Sydney. NSW

Journal of the Australian Naval Institute — Page 29

the aerodynamic lorces acting on an airship were imperfectly understood thus leading to poor control and consequent risk of disaster In the words of Squadron Leader J Delafield the airships were ahead of their technology and consequently they died before their time (9 p 304)
Since the last great airship Hew there have been giant technological strides in the fields of materials, propulsion systems and electronics, and greatly improved analysis and simulation techniques Perhaps the most important development is the invention of glass fibres and other plastics which open the door for entirely different construction techniques Even the substitution of modern materials for old results in a tremendous increase in the theoretical strength and durability of airships in addition to increased lilt due to the savings of weight that modern materials allow. (15 p 117)
Another important development is the availability of helium for potential users Nowadays the inert helium is found in almost all natural gas fields and in sufficient quantities to fill any number of future airships (9 p 306)
AIRSHIP MILITARY HISTORY
During World War I. the airship was a lighting machine and was used by all the major warring nations, the most notable of which was Germany Germany built and operated some 106 rigid, hydrogen filled airships, known as zeppelins. which were used on a wide range of missions In the early years most of them were controlled by the Army who mainly used them for bombing raids, and occasionally fleets ol up to 16 airships were used for a raid     As Allied aircraft and

incendiary ammunition improved the zeppelins became very vulnerable in the battle zones and they were transferred to Ihe German Navy The Navy used them for scouting, bombing and merchant ship raiding. During the Battle of Jutland the German High Seas Fleet obtained vital intelligence from scouting zeppelins which they were able to put to timely use
British and French airships were used on anti-submarine patrols during the war and made a great number of submarine sightings as well as being involved in search and rescue operations 110 p 195) By and large they were inferior to the German machines and it was not until a German zeppelin was captured in Britain and its construction studied that British airships became comparable to the German (15 p 18)
The nature of the gas filling the hull of the airship was a problem lor all but the Americans as Ihe inert helium was then readily obtainable only in the USA The other mam operators. Ihe Germans and British, therefore filled their airships with the more lift-effective but highly inflammable hydrogen.
Between the two world wars two of the most remarkable airships were built the AKRON and the MACON They were giant (239 metres long) ngids built in the 1930s for the US Navy as flying aircraft-carriers They operated Curtiss F9C-2 single engined fighters, five of which could be hangared within the hull of the airship and launched in flight The aircraft was also recovered in flight by an ingenious recovery trapeze lowered under the hull which allowed Ihe pilot to hook on, and be hoisted inboard (35 p 15) Both airships were lost due to avoidable accidents

British Airship R101 at Bedford UK   - by courtesy ot Deu.ifm Page 30 — Journal of the Australian Na\/al Institute

AKRON by faulty |udgement. as it was described by the Naval Court of Inquiry, and MACON by a known weakness in the fin support structure for which repair materials and instructions had been provided.   (15 p 91)
The only nation to make use of airships during the Second World War was the USA who produced large numbers of non-rigid blimps for escort and anti-submarine work The blimps had a remarkable history during the war years, at the peak of their operations they patrolled 3 million square miles of the Atlantic and overall escorted 89.000 surface vessels without loss, although 50.000 of those vessels were sailing within known U-boat areas. When blimps were introduced to patrol the Straits of Gibraltar at night, to complement fixed-wing patrols by day. no more U-boats penetrated the Straits and three were captured (36 p 593) Only one airship was lost due to enemy action and that occurred when its bombs (ailed to release during an attack on a U-boat. It was brought down during the mutually damaging machine gun duel that followed, and floated on the surface as the helium slowly escaped. One of the crew was killed but all others were rescued the next day.   |15p80)
From the end of World War II until 1961. the US Navy employed their airships either on antisubmarine patrols or in an airborne early warning capacity With the advent ot modern maritime reconnaissance aircraft of long endurance and the completion of a system of land based, fixed radar stations they were phased out of service
POTENTIAL NAVAL ROLES
Despite the cessation of active airship operations the US Navy has continued to inves-

tigate the potential of modern airship vehicles (MAVs) and has by no means abandoned the field of LTA The Goodyear Aerospace Corporation, under a jointly sponsored NASA and US Navy contract, conducted a feasibility study of modern airships which was completed in 1977 (17p25)
This study evaluated a large number of missions for modern airships in both the commercial and military fields. Of the naval missions investigated a number were selected for further study Although the investigation was primarily aimed at missions and concepts for the U S Navy it is worthwhile (o discuss them
The missions were selected from stated and potential US Navy operational requirements which lent themselves to solution by a modern airship (13 p 71-72)   They were
 •	Logistics over the shore.
 •	Sea control
 •	Long endurance shore based (VP) patrol
 •	Heavy lift, including VCOD. (A) VERTREP (B) logistics support.
 •	Airborne Command and Control, including data relay. ELF. HF/DF
 •	Arctic operations
 •	NOAA Support (meteorology, aerology)
 •	Minesweeping.
 •	Ocean escort
 •	Modern airship vehicle flight training
 •	Demonstration  platform   (for   test  of   new systems and missions)
In each case the study concluded thai the missions were particularly suitable for modern

German Zepplin L43 — shot down over North Sea by RNAS H12 Flying Boat in 1917
— by courtesy ol Australian War Memorml
tNegative No  A 389ti
Journal of the Australian Naval Institute — Page 31

airships and recommended several for further study The highest ranking missions were judged to be sea control. VP patrol and ocean escort. (17 p25).
The various missions were considered to require vehicles of varying sizes, ranging from an airship with a half-tonne payload for an observation and command and control mission to a moster capable of carrying 1.000 tonnes on arctic operations (13 p 71-72).
In a later study of naval airship feasibility the US Navy applied constraints on the scope and specified the missions, operational profiles, payloads and sensors. Because it was inferred that the study should be aimed at early implementation, it was limited essentially to 1976 state-of-the art technology
The missions specified by the U.S. Navy were:
 •	Submanne trail mission
 •	SOSUS (C) Ocean surveillance mission.
 •	ASW barrier mission
 •	Convoy escort mission
This major conclusion was that the missions "capitalized on the unique capability of modern airships to exploit operational applications of Towed Array Sonar Surveillance (TASS) systems" It also concluded that in the case of the submarine trail mission the airship was the only airborne platform that can remain on task for up to three weeks. It was predicted that airships for such missions could be operational in the mid to late 1980s (17 p 29)
In terms of size the Goodyear analysis
indicated that an airship of about 317 000 cu.m.
(250m long) could satisfy all missions. Such a
vehicle could remain on station for twenty to thirty
days     with     current     technology	For
ship-supported operations a derivative of the ZPG-3W blimp, of about 4,200 cum. (123m long), was considered suitable.  (17 p 13).
The large rigid has been suggested as the vehicle for the submarine tail and SOSUS augmentation mission, and the smaller non-rigid for the convoy escort role.  (18 p 5)
Although the missions studied by Goodyear were for the US Navy they also have relevance to the Australian defence problem and it is possible to see where they could be applied by the RAN For Australia there are additional missions that seem to invite investigation Fi shery surveillance is a prime candidate for a vehicle that can locate, identity and then deal with intruders; in that role even its bulk would act as a deterrent to would-be poachers. It could also be used for protection of off-shore drilling platforms. There is little doubt that an airship is capable of such tasks, and prob-

ably quite a small one at that, however, a small airship would lack long endurance unless it was supported by a ship or a nearby base for in-flight refuelling and crew change.
In the field of Fleet operations the airship could render valuable service. Airships have a large and flexible pay load capacity which will allow configurations for many single or multi-role missions They can be adapted to carry a broad variety of electronic, acoustic, and other sensors as well as missiles, torpedoes and other armaments for offence or defence
Operationally the airships of the past have proven high reliability and availability — the US Navy blimps had an 87 per cent availability. A modern airship can be expected to produce similar operating figures and these, combined with its long endurance and capacity for all weather operations should ensure a high utilization rate (17p23). In addition the airship has a high speed, relative to surface craft, and its ability to maintain a low speed or stationary hover is of particular value for some missions and landing operations The benefits of an aircraft which can refuel, rearm and change crews while remaining airborne are self-obvious. As well the airship could lower boats, boarding parties, equipment or whatever was necessary to fulfil its task
From the habttability viewpoint, aircrews in the past have worked and lived in quiet and vibration free surroundings which have reduced fatigue and enhanced performance Modem airships should  maintain a  similar environment
In a battle environment airships, like aircraft and small craft, will be vulnerable to attack However, they do have a good self defence capability and could have their own ESM and ECM fit plus fire control and missile systems It would be unwise to commit an airship where it could to attacked but it probably has the technical capacity to sustain a number of hits from missiles without serious consequences Rigid airships, by the nature of their construction, may even be able to carry out damage control.  (17 p 13)
CAPABILITIES IN WEATHER
One of the charges against airships is that they are weather limited To test this contention the US Navy carried out a series of trials with Navy ZPG-2 blimps to determine their all weather capability. The trials were carried out in the mid 1950s and over a period of three years the airships were deliberately subjected to adverse weather of all types culminating, in the third year. in a series of demanding operations to test their endurance in severe weather The final phase of the test required an airship to conduct a long, simulated barrier flight over the North Atlantic

Daga 32 — Journal of the Australian Naval Institute

from one base to another The test airship completed its 60 hour palrol across the North Atlantic
and continued 10 circumnavigate the Atiantk
without refuelling It landed at Key West, Florida, after 11 days in the air having covered 8.300 miles
The conclusions of the official repori on the airship operations in bad weather were thai Airship ground handling evaluations can be accomplished in virtually all weather conditions.
Routine ground maintenance can be accomplished under extremely adverse weather conditions
Rime ice accretion at normal airship operating altitudes is not considered a deterrent to proper station-keeping lor protracted periods of time
Maintaining a continuous barrier station over the Atlantic Ocean appears to be feasible under all weather conditions |15 p tU -i 15i
Nevertheless modern airship operations would be affected by Ibe weather, as would any olhei modern aircraft The most modern forecas ling data and methods cannot alleviate the effects of a strong headwind on a 70 knot airship Historically, the most critical time lor weather damage on the ground is when the airship is being manoeuvred into a hangar Even with modern equipment and techiques great care will still be necessary
SAFETY ASPECTS
The airship safety record has provided a fertile field for claim and counterclaim Airship proponents say that LTA vehicles are extremely sate while critics point to their long hislory ol damage and loss.
A study of these data draws out some interesting tacts In the field of rigid airships the Germans were by far the greatest builders and users During the period 1906 to 1913 they experienced six major airship losses Of these two were caused by engine failure, three by hydrogen tire and one by structural failure during a storm in which 14 people were drowned These were the tolal casualties tor all incidents (12p8i During the First World War the Germans operated 115 zeppolin-type ngids. ot these 33 per cent retired at war's end. 44 per cent were lost due to war and war-related incidents. 21 per cent due to inexperience and less than 2 per cent due to engineering inexperience (15 p89) From this evidence it appears logical to conclude that the zeppelm airships were structurally reliable indeed the loss ol the HINDENBURG was a resell n! ,i hyrlmui-.Ti life and nol  ,tiui lural lailure
Other nations, notably Britain and the U S.A.. did suffer from losses due to structural

failure, occasioned in the mam by exposure to extreme stresses during storms Other losses. tor both rigid and non-ngids. were caused mainly by crew inexperience With modern materials, equipment and sound training there is rto n to expect that loss and damage due to such causes could not be minimized
Ground   handling   also  caused   a
number of losses and damage, particularly where
the craft were mooring, or being manoeuvred into
their hangars    The experience and developeu
techniques of the U.S.N  during the 195b
the 1960 s would suggest thai this should present
no   major  problems  provided  the   nece
tractors, called mules, and a mobile masl are
available.     The largest blimp,  the   I23m long
ZPG-3W required only 10 to 18 men in the ground
crew and could dock, undock and	" with
about 11 or 12 (15 p 1131
The satety record ot non-nqib airshij quite remarkable During the Second Wc 55.900 operational flights were made and 550.000 flight hours completed with only one airship lost, and thai to enemy action The loss ot a large ZPG-3W blimp in 1960 will- a loss ol 18 ives was attributed to operational error H5 p 941
CURRENT ACTIVITY
While there are many vociferous supporters of LTA vehicles in Ihe world today Ihere are tew who have been able either financially or technically to convert words into action There are some fantastic schemes which foresee the use of nuclear propulsion in enormous airships which could be capable ot gigantic litis, but if there is ever a place tor such marvels it is well into the future and therefore beyond the scope of this article
Of the companies associated with airship development Goodyear Aerospace Corporation has the greales experience II has been involved in airship construction since 1919 and built Ihe world's largest non-rigid, the ZPG-3W. tor the U.S. Navy The ZPG-3W was 123 metres long and contained 42.500 cubic metres of helium Of the four built one was lost by error in 1960. and the remaining three continued in operation until the U.S.N, phased out airship operations in 1961
In addition to the NASA/US Navy funded studies previously mentioned Goodyear has completed a study relating to modern derivatives ot the ZPG-3W and as a result has proposed development of a non-rigid ZPG-X. described as being VTOL and hover capable with a range ol 5,500 mile, a top speed ot 90 knots and capable of carrying weapon fits tor task torce and shipping protection  (17 p 2)

Journal ol the Australian Naval Institute — Page 33

A US Navy blimp secured to the deck of the USS SICILY in April 1949
— by courtesy ot Ihe United Stales Naval Institute

Model of AD 600 SENTINEL airship designed in Ihe United Kingdom for extended endurance roles such as coastal patrol and fishery protection
- by courtesy 01 Aetospace Developments tlondon) Limited
Page 34 — Journal ol the Australian Naval Institute

The only other company to propose an LTA vehicle lor defence purposes is Aerospace Developments with the AD600 It is a traditional non-rigid. 56m long with a gas capacity of 6,050 cu.m., built with the most modern materials using current technology Its proposed naval applica tions are for coastal surveillance, fishery and contraband control. ASW and search and rescue
Countries and other companies working on aspects of airship research of development are
•	Canada — Canadian Airship Development
Company, with the CAD-1: a 40m non-rigid (26 p 4-5)
•	USA      —  Raven Industries, who have been
working on a hot-air craft and have produced a 40m non-rigid for sports use (26 p 45)
 —	Martm-Manetta Company, under contract to the U.S Navy to build an unmanned rigid to operate at at 21,000m for OTH surveillance (28 p21),
 —	All-Amencan	Engineering Company, with their proposed AEROCRANE; a short range, heavy lift hybrid aerostat 115 p37)
 —	Piasecki Aircraft Company, with the proposed HELI-STAT; a heavy lift vehicle comprising an LTA body and four CH-53D helicopters as motive power (15 p 136)
 —	Aeron Corporation, with the proposed DYNAIRSHIP a liftmg-body type hybrid carrying a pay-load of up to 1.000 tonnes (26 p 46)
 —	Megalifter Company, with the proposed MEGALIFTER a heavy lift, hybrid semi-lighter-than ail vehicle (11 p 49-51)
•	UK	—  Airfloat  Transpod  Ltd . with ils
proposed conventional rigid designed for short range carriage of large indivisible loads 115 p 134) '
 —	Cargo Airships Limited, with a proposed conventional long-haul airship (15 p 134).
 —	Intercontinental	Skyship (Transport) Limited, with the proposed   SKYSHIP    a   lenticular.
saucer" shaped LTA vehicle with a heavy hfl capability of up to 400 tonnes (31 p 4-111
•	FRG      — Theodore    Wullenkemper    has
reporledly produced and flown three or more small non-rigid airships (15 p 141)

•	France — The Obelix Flying Crane concept
is for a heavy-lift, short haul vehicle: it comprises four balloons with eight helicopter rotors attached (15 p 142) — A proposed Hying saucer-shaped vehicle for heavy lift tasks (15 p 142)
•	GDR      —  Designers are reported to be wor-
king on an advanced airship design called the DOLPHIN (15 p 141)
•	USSR   —  A great deal of research and de-
velopment has been reported in LTA/HTA vehicles A rigid the D-1. is known lo have been flown and work is continuing on rigid development Reports exisl of non-rigid use (15 p 141-381
COST CONSIDERATIONS
Because of the lack of recent data tor all types of airships any estimations of costs should be approached with extreme caution It has been over 40 years since rigid airships flew in the western world and 15 to 20 years since any substantial new work has been done on non-ngids The AD600 and the Wullenkemper blimp appear to be essentially of the old Goodyear design incorporating modem materials and technology
Aerospace Developments have indicated lhat an AD600. would cost about $750,000 (2) In a previous study in 1967 Goodyear considered that a rigid airship might cost about double that of a non-rigid of similar size (4 p 400)
Modem methods of construction should provide great benefits in terms of construction time, but current experience does not tend lo bear out the hope thai time-saving means cost saving In common with other pro)ects in the process of research and development it could be assumed that costs would be high Airships constructed to known specifications might be expected to be somewhat less costly than a new venture.
Both rigid and non-rigid airships should have about the same life expectancy, thai is in the order of a minimum of eight years and a maximum of about fifteen years (18 p 22)
CONCLUSIONS
Airships have proved themselves to be most effective vehicles for convoy escort and ASW surveillance in the past, and despite the i ick of recent experience it seems certain that modern airships would be even more effective in these roles The Goodyear studies suggest that there are many other naval missions which could be successfully undertaken by LTA vehicles of one configuration or another

Journal at the Australian Naval Institute — t

From the Australian viewpoint the most valuable contribution to be made at the present time would be in surveillance of an Australian EEZ for in that role the endurance, wide search coverage, and relatively high speed of the airship appear particularly attractive However, in view of the paucity of RAN resources the capability of airships for convoy escort. ASW patrol and mine-sweeping is also interesting. There is certainly food for thought.
USN trials have demonstrated that airships are no more weather limited than other aircraft, and the conditions under which those trials were conducted were probebly more severe than would normally be expected off the Australian coast The USN also proved that it is possible to handle airships safely on the ground with small handling teams provided the correct equipment is available
On the face of it airships seem to have much to offer the RAN but the problem is that there is little to choose from The best solution would be to acquire a conventional airship, constructed with modern materials, for evaluation under Australian conditions before any commitment was made either for or against LTA vehicles
Modern technology should be able to construct an airship which is markedly superior to its predecessors In this regard the RAN should maintain a watching brief on woild LTA develop ments but it would be unwise to become involved in research and development at this stage because of the high cost implications while there are ideas for modern airships there are very lew which have reached production and the risk potential is high
The lacl that no other countries are using airships for naval purposes should not detract from a fair appraisal of their potential, the Australian circumstances are different and the solution to some of the navy s problems may he with a modern airship
ABBREVIATIONS
	wi bo4fd delivery
B    VERTREP   - Vertical replenishment
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1975
 28	Regan Frank J The An-,111	• ar Dodo-' M.i,'"                         ' J November 1975
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NAVAL INSTITUTE INSIGNIA

The Council of The Australian Naval Institute advises that cuff-links and mounted crests featuring the badge of the Institute are now available for purchase by Members.
The cutl-links are robustly made and are attractively finished In gold and black They are epoxy-capped to ensure long life and are packaged in presentation boxes.   The price is $5.95 a pair, which Includes postage.
The crests are meticulously hand-painted in full colour and are handsomely mounted on polished New Zealand timber. They measure 175mm x 130mm (5"x7").  The price is $10.95, which includes postage
Both items are obtainable from the Treasurer by completing the coupon below Should you not wish to spoil your |ournal, please give the details on a separate sheet of paper
The Treasurer. Australian Naval Institute. P O  Box 18 DEAKIN  ACT    2600
Please forward
pairs ot curt-links (« S5.95	S
niounied cresls m; S10.95	S
TOTAL	S
My cheque, payable lo the Australian Naval Institute is attached
Name
Address

(Overseas members — Australian currency, please)

Postcode

Journal ol the Australian Naval Institute — Page 37

A TYPICAL PATROL PROFILE
NORTH AUSTRALIA AREA
by Lieutenant B.G.J. Nye  RAN

HMAS ARDENT had been alongside for four weeks, having completed her intermediate docking period This is the longest the ship remains in Darwin, her parent ease, for any one time and occurs approximately every twelve months During this lime a mammoth amount of work is carried out Firstly, slipping the ship, then sandblasting the hull and, in our case, the upper deck as well and subsequentlv repainting it with up to six coats of the various necessary paints All outstanding defects are rectified and many minor items are repaired or refurbished The day before we were due to sail on patrol the boat was still under a cloud of sand and the possibility of sailing on time seemed remote However, it was with a sense of pride that everyone busied themselves with the hundreds of tasks that had to be completed
DAY 1: It was an early start fcr everyone for the ship had to be completely restored and ream-munitioned before we sailed First to arrive was the mountain of dry provisions, enough to provide 20 men for a 20 day patrol plus a 28 day reserve stock Next to arrive were the fresh provisions and frozen foods and the las of the stores to arrive was the ammunition outfit At 1400 we sailed, still with most of our upper deck painted with chromate and many stores and fittings in the passageways and around the upper deck waiting to be stowed This was possible as the weather was perfect and enabled us to continue to settle the boat down and put everything in its correct stowage in quick time By 2000 land had faded on radar and the boat finally looked ship-shape and ready for duty
DAY 2: The weather was again perfect With only five knots of wind and smooth seas we continued our passage west towards Ashmore Reef During the afternoon a surface target made from used 44-gallon drums was laid and the gunnery crews were exercised in firing drills for two hours lo ensure lhat all the systems worked and that the crew functioned efficiently Unexpectedly, at 2100. we gained two groups of Taiwanese pair trawlers on radar, 10 miles to the

south of our track Boarding stations were sounded and the next three hours were spent boarding the leading vessels of the two sets of pair trawlers This was an unusual occurrence in this area which was 80 miles northwest ot where the Taiwanese normally operate They all had very good catches and due to this factor will almost certainly return lo the area again
DAY 3: At 0700 we knew we were approaching Ashmore Reef because of the black haze above it created by thousands of masked booby birds that inhabit the island By 0730 a small patty was proceeding ashore to investigate several Indonesian dhows on one ot the islands and in the meantime ARDENT moved five miles to the western end ot the group and came to anchor |usl inside the reel off Western Island to await the party s return Although Australia permits Indonesian fishermen to use the reef to carry out subsistence hshinq they are routinely checked to ensure that they are not removing turtles or unduly disturbing the bird life Al 1600, with the boat party back onboard, we proceeded southwest towards the nearest point of the Australian coastline. Cape Voltaire 200 miles away
day  4. During the night we pan	I through itie
centre of the north-weslern Taiwanese fishing area but had no sightings, so on reaching the coast we turned south-west to proceed down through the most probable area At 1000. on receipt of a priority signal Irom NOCNA ARDENT's course was altered to proceed to investigate a suspected break-m at the automatic weather station on Adele island.
THE AUTHOR
Lieutenant Nye lomeo |ha HAN in 1968 and q> I
from Itw RANC in tyzz Ot
Ihe UK he was pnstml lu HMAl    "
Bridge	iwod t'v
iwoyeai a I •■■ utn	i wol HMAS barb
in AP WO course he -	peralroni R	n
Officer m HMAS SWAN loi two yaarj He a currently
I   i        immandinq off	'■'■	If NT and
Commander	at  Squadron

Page 3fl — Journal ot the Australian Naval Institute

The passage throughout the afternoon was difficult as it was impossible lo obtain an astro fix due to the cloud cover and. with currents in the area up to a maximum of six knots, the passage through not very well charted waters kept us on our toes. At 1600 the lookouts reported a reef visible on the port bow At last we knew exactly where we were1 By 1830 Adele Island was visible and in the fading light we came to anchor in 90 ft of water and spent the night at anchor
DAY 5: As soon as the sun was shining we moved ship closer to the island end of the reef to make the trip to the island by boat easier An hour later we anchored only half a mile off the reef but still three miles from the island Al low tide the depth of water was 30 ft but we could see the coral-encrusted bottom Unfortunately there were no fish in the strong tidal streams A quick reconnoitre of the weather station showed that there had been no break-in and after walking around the island il was obvious that no-one had visited Ihe place for some time
It was an interesting five-mile walk around the island Apart from the experience of walking amongst the lame, nesting booby birds and their inquisitive young, the whole beach front was being cruised by sharks of up to six feet in length in a foot of water, ten feet Irom Ihe waterlme That evening we left the island and proceeded overnight to Broome
DAY 6: By 1000 we had secured to the Broome wharf where fuelling and re-victualling began To get ashore here was quite an effort. From ARDENT to the top of the wharf was a forty foot ladder climb at low tide After fuelling and washing down the ship all the non-duty personnel celebrated a few recent birthdays at the local hotel As it was high tide at 2300 everyone was back onboard by then to avoid the long ladder climb and the seven mile walk if one missed the transport from hotel to wharf.
DAY 7: We sailed at 1000 and began to transit to the west lowards Rowley Shoals to investigate reports of Indonesian fisherman landing on the reefs there. However, by mid afternoon, weather conditions had deteriorated and a strong wind warning was current which made Ihe 180 mile passage across the open waters unwise. An attempt was made to shelter in Broome harbour but as the harbour was open to the southerly weather this was also unsuccessful
For the next five hours ARDENT pounded her way south seeking the nearest sheltered anchorage. Conditions were most unpleasant, waves were breaking over the flying bridge and it was impossible to move at all in the forward part of the ship. With much relief we anchored within the lee of Gourdan Bay at 2300 that night

DAY 8: As Ihe wind howled around us the whole day was spent in replacing objects that had moved from their stowages the previous evening and in cleaning up after the numerous leaks that had occurred. By mid-afternoon it was so cold onboard that Ihe air conditioning had to be turned off and the driving ram made any upper deck work impossible.
DAY 9: The wind abated a little as we sailed south at 0600 and had also shifted from the south to the east. So instead of pounding our way south we rolled continuously for the next 27 hours as we transitted to Dampier Harbour
DAY 10: During the early hours of the morning the winds again increased as did the sea conditions. Sleep was impossible. The ship rolled from 30 deg. on one side to 30 deg on the other. Twice the occasional roll of 50 deg caused havoc in the sleeping spaces and the unwary ended up on the deck If one wasn I on watch the only safe place to be was in one s bunk, hanging on At 1000 we anchored in Dampier Harbour and after resettling the ship and cleaning it internally everyone caught up on much lost sleep
DAY 11: In the well-surveyed harbour of Dampier we managed to find an uncharted shallow patch of three metres in a charted nine metre area on our way across the harbour On the average this occurs twice during a patrol and is one of the main worries of patrol boat captains operating on Australia's poorly-charted north west coast. By 1000 we had secured to the general stores wharf at Dampier and. after washing down the ship, work was secured for the weekend
DAY 12: ARDENT remained alongside a! Dampier slowly changing colour from grey lo red due to the continuous dust cloud created by the nearby iron ore crusher
DAY 13: We sailed from Dampier towards the Montebello Islands to investigate possible infringements into the declared fishing zone by Taiwanese trawlers We passed south of the usual fishing area just after sunset and detected groups of pair trawlers fishing to the north but a strong south westerly wind and choppy seas made boarding impossible At 2100 we anchored |ust off the island where nuclear testing had been carried out 21 years earlier and remained there overnight completely darkened, watching over the DFZ for any interlopers Although ARDENT rolled in the anchorage it was certainly a popular one! Within four hours all spare space in the freezers had been filled with fish ranging from two to ten kilograms
DAY 14: With some regret, at first light, we again moved anchorage five miles further to the north to enable better surveillance of the surrounding area Unfortunately the anchorage was not well

Journal of Ihe Australian Naval Institute — Page 39

HMAS ARDENT     - by courtesy ot Jonn Mortimer

protected from the weather nor was it popular with the fishermen Again ihat evening we remained darkened but no offenders were sighted
DAY 15: Patience was rewarded with a radar detection within the DFZ at 0930 and ARDENT got underway to intercept Visual sighting of two trawlers fishing together withn the DFZ was made at 1050 and boarding stations were sounded At 1130 the first vessel, the HOUN YE II, was boarded. Apprehending the trawler became very frustrating as the master and crew were most un-cooperative. A second boarding parly was placed on the second vessel to try and assist in the recover/ of the trawl but this proved fruitless. After six hours deliberation the master finally agreed to co-operate and hauled in his nets ditching the catch in the process
By 1900 both vessels were shown the apprehension cards and the 1000-mile escort to Darwin began As is customary a boarding party was left only on the first vessel as the second vessel normally always follows the lead vessels movements However, at 2200 that night, while passing near six ether pair trawlers the second vessel absconded and ARDENT gave chase After a very tense period, when the vessel manoeuvered violently to avoid boarding and would not stop when signal flares were fired across her bow. a successful underway approach was made on the.- trawler and a boarding party was again placed onboard For the next six days this now required the manning of two trawlers as well as maintaining ARDENT's own cruising watch

DAY 16: By sunrise the weather had again built up and a Force 5 wind was blowing from the east which made progress uncomfortable and slow — only seven knots In this foul weather a transfer was necessary to remove an miured sailer Irom the second trawler and after a nerve wrecking approach was successfully achieved For the next two hours ARDENT was forced to leave her charges as she steamed down sea to enable the Captain and Coxswain to dress and stitch the would of the injured seaman Fortunately the remainder ot the day went wtihout Incident1
DAY 17: Alter changing boarding parties and re-supplying their victuals at 1400 ARDENT raced ahead of the FFVs to refuel at Broome A as this was completed we sailed and headed for a pre-planned rendezvous with the FFVs We arrived at 2200 but there was no sign of the trawlers and the hindrance of poor radar performance caused by the bad weather made the relocation search none too easy With great relief we sighted our pair at 2330 and again began the slow trip north
DAY 18: At 0100 we transited the first of the narrow coastal passages, closing the group up to 200 yard intervals to keep a close eye on it h we made our way through the confined waters ot the Lacepede Channel Even at such close intervals Ihe rear trawler had trouble maintaining a straight course and twice had to be altered away from dangers, and as we reached the end ot the passage at 0500 we had to stop completely to allow a larger merchant ship through Steady progress was made throughout the day and another personnel transler was made at 1700

Page 40 — Journal ol Ihe Australian Naval Institute

when we altered into the lee of Caffarelli Island before leaving the shelter of land to passage around Mavis Reefs
DAY 19: The weather had improved dramatically overnight and we continued our progress through glassy seas The stretch of coastline we were passing was completely unsurveyed over very large areas and this continues for the next 300 miles. At 1200 we passed one mile clear of Montalivet Island which according to the Australian Pilot's last report (1894) had fearsome aboriginals on it1 At 1600 we again closed the group up to pass through the Voltaire and Fenelon passages and apart from one of the trawlers turning the longest way round to steer the new ordered course this passage was achieved with few incidents By 2300 we had entered the Joseph Bonaparte Gulf, the last stretch of open water before Darwin.
DAY 20: Due to the continuing smooth seas our speed of advance had increased overnight to nine knots. However, even this was below our lowest cruising speed so our race track around the trawlers continued During the afternoon the final personnel transfer was conducted and all of ARDENVs gunnery personnel were retrieved to allow the weapon systems to be live fired to check whether there were any defects reguinng base staff attention. There weren't — all weapons were fully operational.
DAY 21: After unsuccessfully trying to anchor the trawlers in the entrance of Darwin Harbour at 0400 we secured them to a Naval buoy at 0800 and handed over custody to the Commonwealth Police. By 1000 we had secured alongside the Patrol Boat landing and our patrol was over. Although everyone was tired it was obvious that they were all proud of their recent efforts and it was a very happy crew when they found that even though we had returned four days early from our patrol we were going to spend them alongside in Darwin.
However, the patrol doesn't end there for then the administrative grind begins. Statements and interviews of all the boarding party have to be collected that day and patrol reports have to be submitted There are 105 signals to read. 83 routine letters all have to be logged and information disemminated as well as a myriad other reports that have to be forwarded before the boat is ready for her next patrol
Mechanical, electrical and hull maintenance have to be brought up to scratch, spares demanded, stores ordered and stowed and countless other routine activities completed. But within a week ARDENT is again ready for patrol, this time for four weeks, to be spent mainly in the Beagle Gulf and its approaches to assist in the interception of refugee vessels and their escort to Darwin

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Journal ol the Australian Naval Institute — Page A l

CASEY UNIVERSITY AUSTRALIAN DEFENCE FORCE ACADEMY
by Lieutenant H.L Daw. RAN

INTRODUCTION
The last edition of the Naval Institute Journal (Vol 4 No. 2) contained a short statement by Plato requesting that someone enlighten him as to Navy s requirement for Casey University. Unfortunately, the short penod of time before publication does not permit the development of a detailed article on the pros and cons for the proposed University However, there is felt to be a requirement for a descriptive article outlining the historical development of the project, the aims, organization and arrangemenis for developing the institution, to be published for the information of Naval personnel. This article is limited to a description of these aspects of the protect. No attempt has been made to argue any of the issues.
SOME HISTORY
The requirement for a greater proportion of the officers of each Service to have a university education was recognized in the 1950s and 1960s Each of the Services negotiated with a university to establish an agreement to achieve this aim Air Force, in 1961, established an agreement with the University of Melbourne whereby Science courses leading to the award of a University of Melbourne degree were available from RAAF Academy. Army, in 1967, negotiated an agreement with the University of New South Wales to establish the Faculty of Military Studies at Duntroon with the proviso that Royal Military College would develop into an autonomous degree conferring body within a period of ten years'.' The RAN agreement with the University of New South Wales, also negotiated in 1967, established first year Science and Engineering courses at RANC which were recognized by the University with second and subsequent year(s) completed on campus. This agreement was ex-

tended in 1978 to include first year Arts Officers had been enrolled in Arts courses at the University since 1970.
While the Services had been making arrangements to produce a greater proportion of university graduates on an individual basis, there had been some discussion about the possibility of a tn-Service Academy This resulted in the Tertian/ Education (Services Cadet College) Committee being established in 1967 with Professor Sir Leslie Martin as Chairman Sir Leslie Martin was then the Dean of the Royal Military College. Duntroon General Sir John Wilton and Professor Sir Hugh Ennor were the other foundation members of the Committee Three additional members toined during 1968 The Committee's terms of reference were as follows:
Within the terms of the Ministerial decision that there will be established,
'an armed forces academy which will operate with separate wings at Duntroon and Point Cook, but with the headquarters at Duntroon,' to consider and make recommendations for:
each  of the three education of their
 (a)	the requirements in Services for tertiary officer cadets:
 (b)	the objects and roles of, and a charter for, an Australian armed forces academy which will meet these requirements.
THE AUTHOR
Lieutenant Commander Daw toined the Inslruclor Branch ol Ihe HAN in 1964 He completed me Long Meteorology course in 1967 and has since then, on numerous occasions forecast Ihe bad weather that has grounded our all weather FAA Lieutenant Commander Daw is posted as AOFA Protect otticer — Navy, and is responsible to DNT

Page 42 — Journal ol the Australian Naval Institute

 (c)	basic academic curricula lor the academy, leading to the award ol degrees in three streams ol studies — Arts, Science and Engineering.
 (d)	whether the academy should be established and remain as an institution affiliated with a university or universities, or whether it should be an autonomous degree-granting institution;
(and 14 others)
The Committee quickly realised that there would be advantages in establishing the academy at one location only and sought, and obtained, approval from Ihe Minister for Defence to amend their terms of reference accordingly
The Martin Committee Report was not published until 27th January 1970 The report contained 53 recommendations and conclusions and it is not possible to quote more than a few extracts here Although the Committee were not charged with investigating the concept of an academy they could not avoid some consideration of this matter and apparently supported the concept
'....nothing emerged from our deliberations
that is inconsistent with the original concept on
which the Ministers were agreed On both
educational and economic grounds we are
convinced that there is justification lor one
academy in place ol three separate small
colleges	 3
The Committee recommended a charter for the academy

f The primary aim ol the Academy is to provide. ..a balanced and liberal education at tertiary level in the social sciences, humanities, science and engineering The courses are designed specifically to meet the special requirements ol Service officers, and to provide a foundation lor continuing development throughout their careers
2 The Academy will provide these academic courses in the context ola Service environment that will be concerned to:
(a)	develop qualities ol character and
leadership, loyalty, responsibility, and
esprit de corps.
(b)   	'*
The Committee saw the institution as a tn-Service academy, rather than a university, which would have a Service officer as Commandant and chief executive officer, who would be responsible to a Council Advantages were seen in a homogeneous cadet body with commonality in conditions of service, rank structure, disciplinary code, dress, and terminology Military training during semesters was to be kept to a minimum and single-Service professional training completed at Service establishments during vacations
A Cabinet submission in November 1970 recommending that the academy be established was not supported because the submission was considered inadequate in regard to the costing of the institution and because the concept of a single academy was contrary to the previous rationale of individual Service colleges.5

Artist's Concept Of ADFA looking east - by courtesy ot ADFA Development Committee
Journal ot the Australian Naval Institute — Page 43

Despite press reports during 1973 that the academy was imminent, it was not until 18th March 1974 that firm plans to establish the academy were announced     M   Barnard said
The Academy to be called the Australian Defence Force Academy would provide education at tertiary level, ma military environment The academic courses would be career oriented, and designed to meet the educational
needs of each Service	military' work would be
kept to a minimum during acaaemic weeks, the Academy would be established by legislation as an Australian Government instrumentality it would have authority to grant and confer its own degrees.
As with universities, the Academy would operate under a governing body in Council . The costs of the Academy would be borne on the Defence vote There were two important reasons tor establishing the Academy Firstly, that the existing colleges could not do as much
as   was  desirable to  develop.	a  sense of
belonging to a single Defence Force working together in the specialist areas of sea. land and air warfare Secondly, there was a need tor a greater proportion of officers 'o have tertiary education     '6
The press responded quite favourably to Mr Barnard s statement regarding trie establishment ol the Academy 7 8 '
10-15
This was followed by some academic lobbying tor a university rather than an acad-
emy
Mr Barnard announced the appointment of a Development Council for the Australian Defence Force Academy on 17th April 1975 Sir Henry Basten was the Chairman of the Development Council and Rear Admiral W J Dovers was appointed as Chief Project Officer The Ministerial statement indicated that the Council had been set a priority task of recommending the legislation which would be necessary to establish the Academy Although this statement did not provide detail of the organization or aim of the Academy apart from.
The Academy will provide education at tertiary level tor officer cadets ol the three Services '6. there was no reason to suspect that it would be anything but a military Academy
Mr Killen made a Ministerial statement in the House ot Representatives on he 20th October 1976 which basically affirmed the new Governments commitment to Ihe planning for the Academy which had been initiated by Mr Barnard early in the previous year There was, however. in Ihe text one subtle difference. Whereas Mr Barnard had used the phrase education at tertiary level... '. Mr Killen usee '.   education at

university level	There was also mention ol
the fact that the agreement between the Government and the University of New South Wales in respect of the Faculty of Military Studies at the Royal Military College at Duntroon provides that an autonomous degree granting institution will replace the College in its present form, and will employ its staff under conditions not less favourable than those applicable with the University     '[7
Most newspapers carried reports ot Mi Killen s statement and although Don Baker, writing in the Melbourne Sun. reported the statement, his article was unusual in that il has the headline   Forces to get own Um
On 16th March 1978 Mr McLeay. the
Minister lor Construction in the House ol Repre
sentatives moved that the Construction of the
proposed Defence Force Academy in the Aus
tralian Capital Territory 	I8be relerred to the
Joint   Parliamentary   Standing   Committee  on Public Works for investigation and report.
Mr Killen on 11th April 1978, intormed the House the institution would bear the name Casey University and on the following day introduced the Bill into the House and made the second reading speech. The salient points of the speech are
',.. Trie full title — Casey University — Australian Defence Force Academy — spells out that the new institution will be both a University and a Military Academy the Academy will be an independent university in its own right
As a military Academy it will be required to
sustain an environment appropriate to the induc
tion of cadets into the discipline and values of the
profession ot arms	
The Academy will have two Chief executive officers of equal status, a Commandant and a Vice Chancellor. Each will be separately responsible to the Council for his own defined sphere of responsibilities They will be /ointly responsible to the Council tor other matters
The    Minister   tor   Defence   will   be responsible for administering the Act      "
The Bill remains before the House but it passed and proclaimed will create the institution and provide the legal framework for the Firsl Council to proceed and implement the Act The functions of the Academy are defined In the bill as:
(a)    to provide, in a military environment, a balanced and liberal university education
lb)   to encourage, and provide facilities tor.
20
post graduate research and study

Page 44 — Journal ol the Austral.an Naval Institute

ArtlStS S Concept Ot ADFA Central Buildings    - by courtesy of ADFA Development Committee

The Joint Parliamentary Standing Committee on Public Works began hearing evidence on the Academy Project on 28th April 1978 and have so far heard evidence on five days The Committee have called tor more evidence from the Department of Defence and Development Council and will probably re-convene to have this evidence presented before reporting to the Parliament Questioning of Defence and Development Council witnesses by the Committee, indicated concern with a number of aspects of the Proiect
 (a)	The justification for the Academy was questioned. There was an implication that it was being forced on the Services.
 (b)	The concept ot a liberal education would be difficult to achieve in a military environment
 (c)	The Academy may create a military elite
 (d)	The Academy had not been proved to be a cheaper option
(e| There may be conflict between the Commandant and Vice Chancellor
 (f)	There may be a loss of single-Service identity and motivation
 (g)	Alternatives lo the Academy had not been adequately canvassed
(h)    Small universities are not viable institutions
The Project planning cannot be implemented until the Bill has been passed and the Joint Parliamentary Standing Committee on Public Works have favourably reported to Parliament and Parliament has passed a motion ol expediency authorising works to begin. This may be achieved during the 1978 Budget session ot Parliament and if the green light is then given, the earliest opening date would be 1983

WHAT NOW?
So far the history of the Project has been broadly covered and some of the broad concepts of how the institution would be structured and what it would aim to do. have been outlined In the last section of this article the present planning will be considered.
The broad organization for the Academy has been outlined with a Commandant and Vice Chancellor as Chief Executive Officers of the Academy. Both are responsible to the Council jointly tor all matters other than matters for which either of them is separately responsible. In the case of the Commandant, he is responsible for the conduct and military education and training provided by the Academy, whereas the Vice Chancellor is responsible for the academic administration and academic standards of the Academy The Commandant will be an officer of two star rank
The Academy will otter courses from the Faculties of Arts, Science and Engineering in the following Departments

ARTS	SCIENCE	ENGINEERING	
Politics
I noli ;h	Physics Chemistry	Civil Engineering Electrical Engineer	
Economics History	Geography Mathematics	ing
Mechanical
Engineering	
	Computer Science and	
	Operation Research		

Journal of the Australian Naval Institute — Page 45

Honours courses will be available in all Faculties as will also be the nlgher degrees of Master and Doctor of Philosophy
Military training during the academic terms will total five hours per week and wil be common for all cadets Between terms, Naval cadets will complete a similar programme to that completed by the present degree stream Midshipmen Most of this single-Service training will be conducted away from the Academy
The Degree first sequence of academic and military training has been preferred. That is. university education will be completed before professional training. Other options have been considered but have been rejected for a variety of reasons.
ADFA cadets will be kncwn collectively as officer cadets, but will bear the single-Service identifying ranks which for Navy, of course is Midshipmen.
The site for the Academy is between RMC and Campbell Park and the planned facilities, besides the academic, administrative and accommodation buildings, include an assembly hall with a capacity of seating about 1.100. and indoor sporting complex which will include an indoor swimming pool and eight squash courts, and a marine facility on Yarralumla Bay
There are many issues, some minor, others of greater importance, which require resolution before the Academy opens for business A great deal of the early planning w II be re-examined when the First Council is appointed This will probably be the last opportunity tor any major changes in the conceptual framework of the institution to be considered The opportunity to discuss aspects of the planning and areas of concern is welcomed as this informal activity

usually results in a refinement of ideas and an improved position. Interested readers are encouraged to write to the editor or make contact with the writer If there is consumer interest a follow up article discussing the more important areas of conflict in the planning will be attempted in a later issue of the Journal
NOTES
 1	Royal Military College Faculty ol Military Studies Hand book 1978 p5
 2	Report by the Tertiary Educ anon (Services Cadet College) Committee January 1970 (Martin Reportl
3	Ibid p56
•»     Ibid pi4
 5	Newspaper article Military Academy for Three Services in Sydney Morning Herald 26 March 1978
 6	Delence Press Release 240174 Tri-Service Academy IB March 1974
 7	Melbourne Sun 19 March 1974
 8	Melbourne Age 19 March  1974 and 20 March 1974
 9	Canberra Times 19 March 1974

 10	Dr Hugh Smith Training Australia s Future Officers Canberra Times 15 April 1974
 11	Dr Hugh Smith The Case tor University Education Canberra Times 16 April 1974
 12	Dr R C Thompson Letter to the Editor Canberra Times 1 May 1974
 13	Editorial Canberra Times 19 June 1974
M Dr Hugh Smith Letter to the Edaor. Canberra Times W.luiy 1974
 15	Protessor B D Beddie letter to the Editor Canberra Times 23 July 1974
 16	The Honourable Lance Barnard MP Statement on the Appointment ol a Development Council lor Ihe Australian Delence Force Academy   17 April 1975  pi
17	Hansard 20 October 1976 p202t
16   Hansard 16 March 1978 p841
 19	Mr J Killen Second Reading Speech lor Casey University — Australian Delence Force Academy Bill 1978
 20	Casey University - Australian Delence Force Academy Bill 1978

A MOVING APPEAL
It costs us cash and makes us sore And runs us foul of postal law, To send out Journals by the score To Members where they ain't no more.
If you were where you are no more And moved to where you weren't before. We need to know your ship for sure To pet your Journal to your door.
Page 46 — Journal ol the Australian Naval institute

A.D.F.A. — RECIPE FOR DISASTER?
by Master Ned'
"To keep abreast of change is perhaps the greatest challenge the Service Officer faces." "The primary function of the Academy is to provide, in a military environment, a balanced and
liberal university education	"
Rear Admiral WJ Dovers CBE., DSC
"The standing of a university does not come from its name but from the sum of the qualities of its staff and students at any one time. It's the people who teach and learn, and carry out research in a university who give it its reputation "
Professor Rupert Myers, Vice Chancellor of the University of New South Wales
"Everything I read about ADFA — and precious little has been made publicly a vailable — has two common themes: cost and compromise. It would seem that in these days of waste and extravagance in education in Australia (and in these days of restriction and economy in defence), it ought to be impossible to justify further expenditure in this field, even having regard to the specialized nature of the curriculum of ADFA: and it would seem that the persistent need for compromise between the Commandant and the Vice-Chancellor and everything they represent, can only spawn an institution which will satisfy no-one but a bureaucratic mischief-maker."
"PLATO" (ANI Journal Vol A No.2)'
"The University of N. S W. provides welcome relief after years of social imprisonment at the R.A.N.C. — we must not build another gaol."
"DOC" (a noted Naval Arts student)
"The time has come." the Walrus said, "to talk of many things, of ships and shoes and sealing-wax and universities...
Lewis Carroll, Mark II. Mod i.

"What is this ADFA nonsense all about, anyway?"

Captain. Royal Navy

All these quotations are about one thing, the Australian Defence Force Academy, alias Casey University', that monstrosity' or the universal panacea for all the ills of sen/ice career officer training. In fact, the scheme to concentrate all university training of these officers in one joint service establishment may be said to be the biggest confidence trick ever perpetrated upon the Australian public and the three services that attempt to defend them
For the sake of those who have not much concerned themselves with such matters I will outline the position as it now stands and as the powers-that-be would have it. The Army, Navy and Air Force at present run their training for their General List' or equivalent officers each in their own particular way  The Army offers a four or five

year degree in such disciplines as Arts. Science and Engineering which are combined with professional training to give the student a qualification 'Military Studies' so that, for example, an officer graduates with a B A (Mil Stud). All this training is undertaken at the Royal Military College. Duntroon and the degrees are conferred by the University of New South Wales which regards the College, by agreement, as the Faculty of Military Studies and exercises academic control accordingly.
The Air Force runs a similar scheme The RAAF College at Point Cook is organised as an annexe of the University of Melbourne, training officers in Science and the various fields of engineering. The degrees are fairly service-oriented but stand well in comparison with any such degrees from the other universities    The

Journal of the Australian Naval Institute — Page 47

major pari of professional training, such as flying, is conducted on completion of the degree.
The Navy runs a completely different training pattern Not all career officers need take a degree Those who do not wish to do so undertake the Cres well Course , which consists of two years of tertiary studies and six months professional training before they join the Fleet as Midshipmen There are several degrees open to the remainder Arts. Science, Mechanical Engineering. Electrical Engineering. Surveying and. in certain cases. Aeronautical Engineering The numbers of the last two degrees are relatively few and contingent upon the needs of the service Seaman and Supply officers may undertake Arts or Science: Engineering degrees remain the speciality of the Engineering Branch
Where the crucial difference between ihe system of the Navy and those of the other services comes in is that only the first year ol these studies is spent at the Royal Australian Naval College In the second year the officers move up to the University of New South Wales proper and are accommodated at HMAS WATSON. In the third year they move out to University Colleges and either remain there or live out for the remainder of their degree Professional training is undertaken during the  Universitys vacations
And now ADFA The plan is to combine all the degree training into one university run by and for the Delence Force It will offer all the necessary degrees as well as post-graduate research facilities (or service and certain non-service understanding and co-operation as the officers under training are thrown in together all of one company A joint-service paradise, in fact, where will be provided . in a military environment, a balanced and liberal university education.
The student enrolment will be in Ihe region ol 1200 (mcl foreign, post-graduate, etc ) a large increase over the present numbers of officer degree students in the three sen/ices Staff numbers, both military and academe, will be in the region of 800 The cost has been variously estimated at S50 million. $75 mil ion and anything up to Si 50 million I feel that it is fairly accurate to say that the eventual price will be m the region of S80 million
The arguments for and against have been long and involved, resting mainly on cost and the questionable laccording to some elements) necessity of degree studies ir the first place. They are of little concern here
What is of importance is the position of ADFA vis-a-vis the RAN and it is this matter that I intend to deal with To do so entails going through some ancient history and I beg the readers forgiveness for the necessity

During the 1960s and the years of the Vietnam War the Services and the general populace, especially those loosely described as the intelligentsia became increasingly estranged Neither side understood the other as values in the general public underwent radical revisions that were not mirrored in the Services Discipline and the other military virtues became anathema, all the more so because the Services were doing their best to execute a policy that was increasingly seen as being morally corrupt. The tags Fascists', warmongers and reactionaries were attached and stuck The brass bound Generals and Admirals and all their supposed mindless cohorts were seen as a menace to the democratic and egalitarian way of life in Australia
At the same time, the Services, especially the Navy, became a source of ridicule This process was assisted by a number of unfortunate incidents, notably the VOYAGER collision and the inquiries that followed, and further accentuated by the apparent admission ol defeat in Vietnam Glib observers said that the Services were incapable of defending either the country or themselves and that the Commanders were merely a collection of posturing Colonel Blimps The Australian Defence Force was, in short, a dangerous joke The feeling was worse than the normal peacetime attitude among the public of Tommy this and Tommy that it was an active dislike, an alienation in a country that had once been renowned for its citizen soldiers
In the universities, of course, Ihe Services names were mud and. not unnaturally, (he converse was true as many an officer fulminated into his gin about long-haired trendy leftist university students' Each group had in its joint mind's eye a character of the other and a most unpleasant one at that. Like all characters the pictures only held a part of the truth, the rest was laid aside and ignored.
Then in 1967 something happened which few had expected and fewer wished for The RAN fell the need for at least a portion of its general list officers to have degrees but it did not want to have to go to the expense of having to set up enormous facilities with all their apparatus just for its own students. Nor did the only university willing to sponsor the project. UNSW. feel happy about the prospect of having such a huge growth which would be almost entirely under the control of the Navy — a state of affairs not to be countenanced by any self-respecting academic It was agreed that only the first year in Science. Electrical and Mechanical Engineering would be undertaken at RANC These degrees only have a small range of pnmary subjects and would require relatively few lecturers furthermore, the Navy would have a chance to indoctrinate those officers who  had only  just  |oined  as Senior

Page 48 — Journal ol the Australian Naval Institute

Entries Arts — in view of the catholic nature of the degree — would be undertaken completely at the University The latter degree has recently (1978) been brought into line with the other degrees, although perhaps with less success than was hoped for With some modifications and ever increasing numbers of students, this system has survived to the present day
The system did. it must be admitted, take some time to settle down The principal problem was that the sudden metamorphosis from naval officer student to common-or-garden university Student was too much for many to retain their motivation. Those who did survive often went to sea having adjusted to the university all too well and found that they could not ad|ust back By a more subtle process of adjustment on the Navy s part — liberalizing the routine of the Naval College a great deal and having the officers accommodated initially at WATSON — and something of a moderation on the part of the University, the success rate has now climbed and shows signs of climbing further
But the side effect was more important — vitally so. The University lecturers and students discovered, mayhap somewhat to their surprise, that the naval officer does not as a type possess six jack-booted legs, a tin helmet and a copy of ME IN KAMPF and that they are. on the contrary, normal Australians with a range ol views as wide and varying as any average group of people For their part, the naval officers were exposed to all streams of political opinion and background that are to be found at the average university, they were forced to justify their own existence and choice of profession and they discovered the strengths and weaknesses of other beliefs and doctrines A tutorial in politics or history or a university discussion of any kind is not merely valuable for the knowledge that one receives from the lecturer or tutor but because any position taken up is almost invariably challenged. The process is mind-broadening. one of give-and-take and immensely valuable
The Defence Force and its officers cannot live on Cloud 9 Anyone who joins this Service, be he or she officer or rating, and who then immerses himself or herself in the work and routine — especially at sea — cannot help becoming innocent and ignorant of this country s progress and problems. If this is combined with an original ignorance, that is that the person concerned entered at an early age without the chance to develop any mature view of the world, then the Navy and the other Services cannot help being cut off from the nation Even now. the political and social naivete of many of our sailors and officers can only be compared to that of a nun who has spend fifty years in an enclosed order.

Little can be done about many of those already in the Services, although perhaps new education programmes can be developed and volunteers withdrawn al regular intervals to take up tertiary studies What we must not do is lose the trickle of aware personnel who are entering the Sen/ice year by year And ADFA will do just this. What possible connection has Canberra with either the sea-going Navy or the nation as a whole' Phallus in Wonderland did not receive its soubriquet for only the one reason Canberra is as cut off from reality as any place on Earth can be
ADFA will be removed from the three Services The Gnomes of Defence are hardly either a good example or an encouragement for the aspiring young officer. Whoever conceived the site certainly believes in giving the poor entrants the worst news first The nearest sea activity is a hundred miles away, Fairbairn is of no use as an air training base and. from human nature I expect that an intense dislike will grow up between the military' College at Duntroon and the ADFA people; a rivalry that will not be improved when each group of ADFA Army cadets go over for their professional training
The routine at the new University will be a bastard amalgam of the traditions that the Services have so proudly preserved up to this time. The young officers will be neither fish nor fowl and will need to undergo a vast re-training when they graduate into their chosen Service Since, of course, they will be desperately keen to identify with something they will never really forget their prospective Service and thus completely negate one of the major aims of the whole project What will then happen' My feeling is that the petty differences and rivalries that have always existed will tester rather than disappear, such close proximity will cause them to lose their old good humour The numbers game will inevitably mean Army versus the rest — which cannot be good for any Service, least of all the Army (Of the 950 Australian officer cadet students, the ratio will apparently be 14% Navy to 50% Army to 36% Air Force I
Most important ol all. the hot-house atmosphere of Casey University, with its limited range of experience among the lecturers (a large number of whom will be from the old Colleges) and the youth and lack of experience of the students will combine to end any hope of Casey having a balanced and liberal' nature How on earth can any student expect to derive a proper understanding of the workings of politics if he has to rely upon the lectures ol only one or two academics and the discussion resulting from a tutorial consisting of twelve khaki-clad youths who have almost all come straight from school'

Journal of the Australian Naval Institute — Page 49

What is most upsetting about the entire dispute is that many have been arguing in the right way (or precisely the wrong reasons Many senior officers of all three Services seem to have a peculiar view of the maturity of their young officers. They will cheerfully let their people go forth into the world and be exposed to drink, sex and drugs with the pious hope that the young men will be able to enjoy themselves without touching the last or being either incapacitated or permanently damaged by the other two. They can, when all is said and done, hardly do anything else. However, the cheerful nature of this blind eye approach, essential as it is when all present themselves at 0800 without actually having a warrant out for their arrest, is at odds with the suspicious way with which most senior officers view the universities and other such hotbeds of vice In my own and many others experience, many a senior naval officer looks upon the universities and all their products in precisely the same fashion that an old-time follower of the Hanoverian Kings would lock upon anyone remotely suspected of Jacobin tendencies. Of course this attitude is by no means universal but there are nonetheless enougn officers of this frame of mind to form a strong body of reactionary opinion in the Navy and the other Services and it is these officers who have hitherto been leading the fight against ADFA
What is a degree for' As far as I can see. three things
 1	To provide a technical or social background to assist an officer in the better performance of his duties once he joins the fleet Engineering problems can be better understood by possession of a degree, similarly an officer who has studied psychology may lind it useful in his dealings with sailors as a divisional officer — and ir dealings with the naval psychologists An officer who has studied Asian history, politics and international relations may lino) them of use during his command of a patrol boat. An officer who has studied oceanography will be all the more qualified 'or A/S work The direct relevance of a degree is less apparent as one ranges from Engineering through Arts to Science (I use that order deliberately) but it  is there nonetheless
 2	One must call a spade a spade and admit that they are intended largely lor the work in Canberra. This falls into two areas; first, the academic discipline needed to acquire a degree of any sort will make the officer concerned more capable of cealing with a wide range of complex matters An officer with a B E or a B E.E will better (when combined

with his operational expenencel be able to involve himself in technical design and procurement matters A B A may be better able to appreciate matters ot economics, strategy or foreign policy, depending upon his major Second, possession of a degree, with further studies, seems to be the only way that the sen/ice officer can restore the balance between the military and the public service and return much of the power of decision making to its rightful hands We cannot mince words here, too many public servants laden to the ground with Ph Ds regard service officers as a whole as ignorant savages because their education appears to have finished at 17 Because of the short-term nature ot their appointments, their dislike of the bureaucracy and a general lack of facility at handling it. officers could do little about this attitude and have in fact lost nearly every engagement in the vast paper war of the last ten years The situation has indeed improved somewhat ot late but not before the campaign was almost lost. II is now a case of if you can t beat them, join them For of course the great advantage (hat the military have over the public service — especially the younger ones now coming up — is that they are men ot action If this can be retained and the officers can then proceed to match the public servants at their own game, a more harmonious, even and efficient balance will be struck To be able to do this the officers concerned must have a wide out-look and a demonstrably high quality degree Can ADFA perform this function' Duntroon s degrees, for all the high endeavour of the staff in both academic and military persuasions, are being whispered around the traps as hardly worth a Diploma, let alone a Bachelorhood
3 To reduce and eventually do away with the unworldy atmosphere of the Services and introduce a greater note of awareness to proceedings, keeping them in touch with the world and aware of the social changes that are taking place while not permitting a return to the alienation of recent years
These things, then are what I believe a degree is for in the military I cannot in conscience say that the Australian Defence Force Academy will satisfy any of these requirements, least of all the third I have my doubts about the methods employed by the Army and Air Force but I can say that the Navy has acquired, even it the process was largely accidental, a system thai does. Can we afford to do away with it in exchange for a largely problematical organization' Has anyone actually thought about what has been going on'

Page 50 — Journal of the Australian Naval Institute

JOURNAL BACK ISSUES
Plentiful stocks of the following back issues of the Journal are available;

Vol 1 No 2 November, 1975 Vol 2 No 1 February. 1976 Vol 2 No 2 May. 1976 Vol 2 No3 August, 1976 Vol 2 No4 November, 1976

Vol3No2 May. 1977 Vol 3 No 3 August. 1977 Vol 3 No4 November, 1977 Vol 4 No 2 May. 1978

VoM No1 (August. 1975). Vol 3 No 1 (February. 1977) and Vol 4 No 1 (February. 1978) are out ot stock.
Back copies may be purchased from the Institute at S2.50 each, which price includes postage. Write to the Treasurer, Australian Naval Institute, PO Box 18. Deakin. ACT. 2600.
JOURNAL BINDERS

Journal binders are also available (as illustrated) from the Treasurer, price $5.00 each including postage. Coloured blue, with gold lettering and ANI crest, each binder will hold 12 copies ot the |Ournal (3 years supply) by means ot a metal rod which is inserted simply through the middle page of the journal and held firmly at top and bottom of the binder. Plastic envelopes on the bottom of the spine enable volume numbers or years to be inserted
Journal of the Australian Naval Institute — Page 51

SHIPS AND THE SEA
Theiollowing article is reproduced in the Australian Na val Institute Journal by kind permission of the editors of  The Piping Shrike' (Newsletter of the Adelaide Port. Division of the RANR)

HMCS PROTECTOR
Prior to Federation in 1901, each of the Colonies had its own Naval Brigade and its own vessels So it was. that in i882 legislation passed through both Houses of Parliament for a warship to be built for the South Australian Government, a warship specifically designed for service in South Australian Territorial waters
November of the same year saw the signing of a contract with Sir William Armstrong & Co. of Newcastle-on-Tyne tor the construction of a 920 ton steel cruiser The ship was to be 188 feel long, have a beam of 30 feet, draw 12 feet 6 inches and be fitted with watertight compartments Her design specified the added protection of a one inch thick steel belt at the waterhne Twin screwed, her main engines were to develop 1640 hp
Propulsion machinery consisted of two horizontal engines by Hawthorn Leslie Ltd.. and two Scotch boilers She had neither condensers nor evaporators and all used steam went up the funnel She carried 30 Ions of water in each boiler, and 30 tons of water for general use Her endurance was therefore limited to the distance she could steam before literally running dry
Heavily armed for her size, her initial armament consisted of one 8 inch. 12 ton, breech loading bow chaser mounted through the superstructure |ust abaft the forecasde; live 6 inch. 4 ton, breech loaders, one on the stern and two on

each side; four 3 pounder Hotchkiss Quick Firing guns  and five 10 barrelled Galling guns   (See
Fig 1i
Launched early in 1884. Her Majesty s Colonial Ship PROTECTOR underwent her trials at Newcastle-on-Tyne, where she attained a speed of 14 5 knots She was commissioned on 19th June 1884. her total cosl including armament, being $65,000 Her complement was 90 personnel
A grand occasion it must have been when, on 30th September, 1884. after a leisurely trip out via Suez, the South Australian Colonial Naval Force s first ship arrived at Pod Adelaide
Protector flew a blue ensign emblazoned on the fly with the emblem of the Province This symbol had been used since 1840 as the Great Seal of South Australia
It became a traditional routine for PROTECTOR to fire the Royal Salute at Glenelg on 28th December, Foundation Day On one occasion, while performing this ceremony, the captain of the gun was killed when a charge exploded prematurely in one ol the guns
Profecfor was put on aled. and the Glanville and Largs Forts manned, during April/May, 1885 during the Russian invasion scare There had been a fright in 1882 following the unexpected appearance off Glenelg ol three Russian warships which had slipped past the signal station on Kangaroo Island and sailed up the Gulf during the night

FIGURE 1

Page 52 — Journal ol the Australian Naval Institute

II p-«f-

FIGURE2

*=* J L    #
3 pr*i>

Some of her lesser duties included lighthouse servicing (from 1885). assisting the CATHCART in distress off Cape Jervis (1890). and rescuing the occupants of the Semaphore Baths after the jetty had been swept away by a storm. In June. 1890. the crew of the PROTECTOR had manned the GOVERNOR MUSCRAVE. a Marine Board vessel, to assist in the rescue ot survivors of the three masted steamship YOU YANG, which ran aground and broke up on a reef near Pelorus Isle off the southern coast of Kangaroo Island.
A novel means of communications was successfully carried out in 1895 when carrier pigeons were used to convey signals from ship to shore.
In 1900. after the outbreak ot the Boxer Rebellion, the Colony of South Australia offered PROTECTOR to the British Admiralty Volunteers were called for at the Naval Depot at Largs Bay and most of the 100 men who eventually formed the ship's company were Reservists. Captain Creswell was in command.
HMCS PRO TECTOR sailed for China on the 6th August, 1900. where she was placed at the disposal ot the British Government for operations in the Boxer Rebellion. As well as her normal duties, she carried despatches and was engaged in survey duties She arrived back at Port Adelaide on the 7th January. 1901, and m the same year (Federation) became the properly of the Commonwealth of Australia, subsequently being used to tram the Naval Militia of South Australia. Victoria and New South Wales
PORTECTOR became a unit of the RAN In 1911, and following a refit during which she was rearmed with lighter guns (see fig. 2) she served as a harbour defence vessel and as a gunnery tender to Williamslown Naval Depot. On the outbreak of war in 1914, she acted as a tender to the submarines AE1 and AE2: escorted the submarines to New Guinea, and took part in operations against the Germans in that area During September 1914, she captured the German steamer MADANG, and returned to Sydney m October 1914

In 1915 PROTECTOR was despatched to Cocos Islands to investigate the possibility of salvaging equipment from the remains of the German cruiser Emden On completion of the investigation and until the later half of 1918, she was engaged in patrol and mine sweeping duties off the south-east coast of Australia and patrols in Spencer Gull. South Australia
Post war activities included service as a tender to Williamstown Naval Depot and later to Flinders Naval Base. Westernport, Victoria (She carried the advance party from Williamstown to Westernport I On the 1 st April 1921. as tender to FND she was renamed CERBERUS
Still working, she towed a dredge across the Bight to Western Australia and on her return became the liberty boat for the fleet in Port Phillip Bay during the Prince of Wales visit
It is believed that she was decommissioned sometime in 1922 and sold in 1924 for the sum of £677 Her upperwords were removed and she was used as a lighter by the Victorian Lighterage Company from 1931 Under the new name of SIDNEY she carried wool between Geelong and Melbourne.
In July 1943 she was requisitioned for war service with the US Army, but whilst under tow to New Guinea she was damaged in a collision with a tug off Gladstone. Queensland She was then stripped, her cargo removed, and in April 1944. was towed out to Heron Island. Queensland, and left on the reef to form a breakwater Here she still lies
One of her twin hand steering wheels is retained as a momento in the Drill Hall at HMAS ENCOUNTER, Birkenhead, as is the ship s bell and binnacle Her other wheel is believed to be in a private residence in Victoria, while one of her original 6 inch guns stands facing out to sea on the foreshore at Semaphore
PROTECTOR was the only naval vessel built specifically for the Colony of South Australia. She saw more active service than any other Australian Colonial warship

Journal ot the Australian Naval Institute — Page 53

Nobody asked me, but...
RECRUITING AND CONDITIONS OF SERVICE

With the continuing exercises of committees of reference on this and that, Ratstruc, Sailstruc, group pay, pay for skill levels etc etc., we (the Service) appear to be perambulating around some sort of infinite treadmill
It was with great delight that I perused an old recruiting brochure that appeared recently "How to |om the Royal Australian Navy (revised 1935) And how far has the mousewheel rotated since then"?
Pay. The rates of pay have been fixed after careful consideration of the average earnings in equivalent employments on shore. It will be found that the Royal Australian Navy rates of pay compare not unfavourably with those ruling on shore: but when one takes nto account the permanent nature of the Naval employment, the fact of being doctored, lodged, led and clothed at no cost to oneself, the leave given from time to lime on full pay (and extended in case of illness), and the additional amounts in the lorm ot allowance it is possible for one to earn whilst acting in certain capacities, the scale tilts decidedly in the favour of the Naval vocation
Recent committees of reference have established new pay for skill levels. Have we re-invented the wheel? Consider the 1935 conditions — Communicators. Stokers, Cooks and Stewards were paid Is 9d more per day than Seamen as Recruits and 3s 6c per day more as Leading Rates. Petty Officers and Chief Hetty Officers Writers and Stores Assistants were more grandiose, their additional amounts were 1 s 9d and 5s 3d per day.
A few more benefits!?) to illustrate the point
Allotments. Facilities are given for allotting money to families and friends free of expense
Page 54 — Journal ot the Australian Naval Institute

Rations.  A tree and liberal ration is given When not given in kind an allowance in lieu is made
Outfit. A free kit is given on first entry, and an adequate allowance for upkeep is made
Leave. Forty-two days leave per annum on full pay, plus travelling time is given when the exigencies of the service permit, and six months on full pay after 20 years service During periods of leave an allowance in lieu of rations is paid (present rate 2s 3d per diem). Short leave is also given from the shore establishments and from ships at the various ports of call when cruising
Travelling Concessions. Subiecl lo certain limitations ratings are granted a return railway warrant for a free journey to their homes on each of the two occasions of long leave viz Midwinter and Christmas leave
Marriage Allowance. An allowance is payable to married ratings, provided that they are not less than 23 years of age. and sub|ect to the declaration of an allotment to wife of portion of the ratings active pay plus the full amount of the allowance The rate of the allowance is 14s Od per week in the case of a married man with no children, and is increased by 5s 3d per week in respect of each child with a limit of six children (Maximum rate £2.5 0 per week)
And so I could go on. The few photographs of uniforms could have been taken yesterday, indeed the au nature! webbing appears to be the only difference1 Perhaps a final thought — before regurgitating the Good/bad old days euphemisms, look at the conditions closely to see where we have been where we are. and where we are going
RJR   PENNOCK

"THEM AS IS KEEN GETS FELL IN PREVIOUS"
One of the less dignified ceremonies that the RAN has acquired in the last couple of decades is that of all the officers falling in for colours at 0800 A source of much amusement to the ships companies of HMA vessels and establishments, if might be supposed by many of the sufferers that the habit is an ancient one Full hallowed by Father Time'.
This is not so. In the primitive days before aircraft carriers joined the Fleet, colours was a simple and impressive ceremony In vessels of cruiser size and above a small guard of marines in the RN, or sailors in the RAN. was paraded Present also were the Captain, the Commander, the Officer of the Day and his assistant and any Heads of Department who wished to speak to the Captain or arrange a convenient time in the day to do so. No-one else, not even the much maligned contents of the Gunroom Once the colours had been hoisted the Captain moved to some suitable position to receive the salute ol the guard as it marched off This done, he resumed his conversation (hopefully amicable) with the Commander and the two wandered away
So how do we get from this civilized ceremony to the indecent spectacle of a brace of elderly Lieutenant Commanders and other worthies fallen in three deep? The answer is simple and. as is so often the wont of the rest of the Navy, one can blame the birdies When the first aircraft carrier commissioned and the squadrons were embarked it was unusual, to say the least, for flying operations to be going on in harbour at 0800 Consequently, with little else to do the sensible air crew remained in their bunks Spurred by a sense of righteous indignation (and just possibly to give the embattled stewards the chance to clear up) the Commander spoke to the Captain who decreed that henceforth all the squadron officers would be fallen in for colours looking as clean and presentable as is possible at that ungodly hour The rot had set in and before long the young gentlemen were |oining the happy party followed at intervals by each succeeding rank This was bad enough but the corruption began to spread to the small ships and by this unhappy day it is almost universal.
Whether or not the practice was meant to provide a measure of innocent merriment and balm for the souls of those Chief Petty Officers bouncing over the brow before their leave ends at 08JO it is just a little incogruous. One appreciates, of course, that in the good old times' an hours work before breakfast was the order of the day but that does not excuse a practise that treats Her  Majesty s officers like schoolboys.

I do not say that the practice should be done away with entirely but why do we not introduce something based on the American practice of General Quarters at 0800? The exercise would involve the entire crew, take but a few minutes and ensure that all are up and in sight of their superiors for the start of the working day — it should be quite possible to exercise a different evolution after large-scale changes of personnel What about it?
MASTER NED-
MANPOWER  SAVING  AND THE TRAINING SYSTEM
I am a great advocate of a systems approach to training. However, I am the first to admit that, because of a lack in manpower and expertise, the implementation of the RAN Training System has been far from perfect
During the last tew years the Australian Army. RAAF and civilian arms of the Defence Department have also adopted a systems approach to training, with only slight variations from the RANTS — but there has been relatively little co-ordination between the Services on the subject.
Each Service has its equivalent ol the RAN Training Research organization and RAN School of Training Technology All these organizations are trying to achieve basically the same thing: i.e. implementing a systems approach to training Presumably, the various staffs are battling with similar problems and learning similar lessons In fact, there is a great danger that they are all — independently — inventing the training wheel'
Whilst joining is not always the best answer, surely some amalgamation of these training organizations could not only assist each service in implementing the training system, but would reduce the overall number of personnel employed in this implementation — a vital factor at the moment. Such an amalgamation might even achieve common training terminology between the Services!
Once some amalgamtion has been achieved at the base of the training systems, more should be achieved at schools' level, eg perhaps a tn-service Management School would be better than three or four separate institutions.
V.R. LITTLEWOOD
COMMANDER
HMAS STUART

Journal of the Australian Naval Institute — Page 55

BOOK REVIEW

HOORAH FOR THE LIFE OF A SAILOR - John Winlon (Michael Joseph Ltd. 820 pages, re 50)
I have been a Ian ot John Winlon s since reading his up roanous comedies We Joined the Navy and WE Saw the Sea. based on his experiences as a young RSI otlicer Since Ihen he has published anolher len books variously humorous dramatic, biographical and historical His latest ottering. Hoorah for the Lite of a Sailor, is a commentary on tile in the lower deck  in the  Royal Navy  in trie nineteenth century
The span ol Ihe book — Tralalgar o the Boer War covers the Navy s somewhat reluctant transition Irom sail to steam and oak to iron The century saw the introduction ot tormal engagements and a promotion system a pay aide, the Naval Reserve the beginning ol Aggie Weston s Tem|ierance movement and standardisation ot uniforms (Who else didnl know that Ihe Captain ol HMS BLAZER dressed his ship s company in dis tinclive, striped coats thus creating a new word tor the English language7    Such useless snippets cl information abound)
The book is based upon tragmenis Irom contemporaneous writings in sailors diaries, deck logs, despatches memoirs and popular songs spliced together by the iuthor It comes across as an authentic and sincere narrative but the nature ol the composition makes it a bit prky in places Also because lucid diarists were not commonplace some aspects and some periods are less tully described than others While many ol the passages are colourful, sweaty and salty others are frustra tingly taciturn

One is led with a very real impression ot lite on board Hei Maiesty s ships and. not surprisingly with admiration end respect lor the British Tar Ann piracy anti-slavery Arctic exploration exercises, evolutions recreation on board lood pay. runs ashore, |ustice and irgustice are all described in a personal matter ot-lact way in Ihe words ol the participants
There are plenty ol slones ol Ihe sailor in aclion al sea but I was interesled by the accounls o) his audacity improvisation and enthusiasm m landing parties and Naval Brigades n i ihe China War Sebastapol the Indian Mutiny Egypt the MttOfl War. Japan and South Africa
In the lace of the changing society of the per rod. ihe Mary a of trie Navy resisting pressures lo adapt itself, as it such clever opments ashore wore inetevanl Among the diehards ol Ihe RN the sailor himsell emerges as the arch conservative Thin the public image ol Our Navy and Jolly Jack changed lillle during Ihe hundred years A significant exception was ol course trie positive ana |.n.;n ■, ..ve inliueru/e ol Ihe develop nig Gunnery branch and its alma mater HMS EXCELLENT
The lex I is enlivened by a wide selection ol apt iliusti i'- " -and there is a comprehensive bibliography and index Bon t bolher la look in ihe index lo* Australia thougn - we only rale (wo bnel mentions and then only as a place in whirh lo deserP
All in all it is en|oyable and interesting reading
OJM

MARITIME HISTORY SOCIETY OF AUSTRALIA
A society has recenily been formed with the title Maritime History Society ol Australia to enable interested individuals to increase contacts, deepen and broaden their interests and collectively foster the further development of maritime history in Australia The Society aims to tunction as liaison between the many interested individuals, groups, associations and societies, and will constitute the Australian sub-committee on the International Committee tor Maritime History
Membership fees for individuals will be approximately S15 00 pa. depending on the production
Of a jinjrri.il
Further information can be obtained from: Mr A.C. Staples. 66 Melville Parade. S. Perth. WA.   6151
Page 56 — Journal ol the Australian Naval Institute

SUBSCRIPTIONS FOR YEAR
1 OCTOBER 1978 TO 30 SEPTEMBER 1979
The Treasurer Australian Naval Institute P.O. Box 18 DEAKIN  ACT.  2600
I	
(initials)	(surname)
Membership number	
enclose the sum of $10/$5 (see note 4) as my subscription to the Institute for the 1978/1979 financial year.
NOTES
 1.	Payment must be made by 31 December, 1978.
 2.	Cheque should be payable to the Australian Naval Institute.
 3.	Payment should be made in Australian currency.
 4.	Subscriptions are $10.00 but members who joined between 1 July, 1978 and 30 September, 1978 pay only $5.00.
 5.	Use reverse side to notify change of address, if appropriate.

NOTICE OF ANNUAL GENERAL MEETING
The Annual General Meeting will be held at 1930 on Friday. 27 October 1978. at the RS.L National Headquarters. Constitution Avenue. Canberra. ACT.
AGENDA
 1.	Confirmation of Minutes of the Annual General Meeting held on 28 October, 1977
 2.	Business arising from the minutes.
 3.	President's Report
 4.	Auditor's Report
 5.	Election of the Officers of the Institute and the Ordinary Councillors
 6.	Appoint an Auditor and fix his remuneration.
 7.	Sea Power 79.
 8.	Other business
ELECTIONS Office Bearers:
The Office Bearers of the Institute are:
a.	President	d.    Treasurer
b.	Senior Vice President	e    Secretary
c     Junior Vice President
Council
The Council of the Institute consists of:
a.	The Office Bearers
b.	Ten regular members known as Ordinary Councillors
Qualifications
Only regular members may hold office.
Nominations
Nominations of candidates for election are to be signed by two members (regular or associate) of the Institute and accompanied by the written consent of the candidate Nominations are to reach the Secretary by 13 October. 1978.   A nomination form is enclosed.
Voting
Only regular members may vote and voting must be in person at the Annual General Meeting, proxies are not allowed.

&+~~JL.
Cm

HONORARY SECRETARY

NOMINATION FORM FOR ELECTION OF OFFICE BEARERS AND ORDINARY COUNCILLORS
I,
(initials)	(surname)
Membership number	nominate:

NAME

FOR OFFICE OF

SECONDED BY

a.
b. c. d. e. f. .
g
h.
m.
n.
o.

Signed	
Return to:
The Secretary Australian Naval Institute P.O. Box 18 DEAKIN   ACT.   2600

Date

NB:  To reach the Secretary by 13 October. 1978.

NOMINATION FORM FOR ELECTION OF OFFICE BEARERS AND ORDINARY COUNCILLORS
I.
(initials)	(surname)
Membership number... 	nominate:

a.
b. c. d. e f. .
9-
h.

NAME

FOR OFFICE OF

SECONDED BY

m.
n.
o.
Signed	 Date
Return to:
The Secretary Australian Naval Institute P.O. Box 18 DEAKIN  ACT.  2600
NB:  To reach the Secretary by 13 October, 1978.

COUNCIL OF THE AUSTRALIAN NAVAL INSTITUTE 1977-1978

OFFICEBEARERS
President
Commodore J A Robertson ADC
Senior Vice President
Captain L G Fox Junior Vice President
Captain BO MacleodAMWRANS Secretary
Lieutenant Commander C A Barrio Treasurer
Lieutenant Commander D J Campbell

COUNCILLORS
CommanderVWL Bonnett Captain A. R Cummins AM Commander G Cutts Captain J S Dickson MBE Commander HG Julian DSC Captain J Lancaster AM ADC Commander R J Ferryman Captain M B Rayment Chief Officer N.D Uhlmann WRAIMS

PAST PRESIDENTS
1975 77       Commodore V A  Parker
HONORARY LIFE MEMBERS Admiral Sir Victor Smith AC KBE CB DSC Vice Admiral Sir David Stevenson AC KBE Commodore V A Parker Vice Admiral AM Synnot AO CBE
Public officer    Commander D R  Patterson RANEM

Bennett, G A Berlyn NRB Bonnett. V.W.L Brecht. A H R Broben, I W Calderwoori. G C Cole.SE W Cummins. A R Cutis. G
Dalrymple. H H G Davidson. J ! Iii kte D.D Fisher  T R Fox. L G George, J. Gibbs. B G Goddard, F C Gnerson. K W Hall. I W Associate Member

FOUNDATION MEMBERS
Hermann, B J
Histed.G.
James. I B
Jervis.G.E
Josselyn. I K
Kemp, W A
Knox IW
Lee, N E
Loflus.WB
Loosli. R G
Martin, D J •   Martin, PCS
Mayson. J H
McDonald N E
Macleod B D
Nattey. R J ■   Nicholson. BM
Nicholson I H
Orr D J

Parker V A Patterson. D R Ralph, N Read. B J Reynolds. I Robertson J A Scott. B P Sharp W R Shearing   I A Smyth D H D Snell K E Stephen. K C Stevens. E V Stevens. J D Summers. AMI Swan. R I Swan W N Williams. K A Ynrk.D

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