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Scotland, Counter-Insurgency, and Sea Control

This article is part of a series hosted by The Strategy Bridge and CIMSEC, entitled #Shakespeare and Strategy. See all of the entries at the Asides blog of the Shakespeare Theatre Company. Thanks to the Young Professionals Consortium for setting up the series.

1_FYwDrMPjtw8FffAcTb8iwQWhen curtains close on Shakespeare’s 1606 The Tragedy of Macbeth, audiences are left to ponder the fate of Scotland. Contemporaries of the playwright were well aware of the Union of the Crowns a mere three years prior in 1603, uniting the rule of England and Ireland under James the VI, King of the Scots. But few could claim to know the events that followed Macbeth’s toppling by the hands of an English army half a millennium earlier. Part of the problem is that as with many popular pieces on Scottish history, such as Braveheart, a factual recounting – if one could be determined in the first place – is sacrificed to good story-telling.

Dunsinane, written by David Greig and playing in an excellent National Theatre of Scotland production at the Shakespeare Theatre Company’s Sidney Harmon Hall in Washington, DC, through February 21st, brings a few elements of the story closer to what is known: Macbeth ruled for over 15 years and wasn’t widely considered a tyrant. The narrative largely picks up where Macbeth left off, chronicling England’s attempt to establish a friendly regime across its northern border and the subsequent insurgency and counter-insurgency campaigns. Greig uses this context to explore military, political, and moral themes (more on those later) quite familiar to those who’ve lived through or in the shadows of the wars in Iraq and Afghanistan.

But what does sea power have to do with a land war and occupation of physical territory? A monologue from a boy soldier opens the show:

“We boarded our ships at the Thames mouth.
There were two thousand of us and also
Some horses for the knights to ride and animals
For us to slaughter on the way.

_MG_0095 (2)We stood on the Essex shore a mess of shingle,
Some of us new and eager for a fight and others
Not so sure but all of us both knowing and not knowing

What lay ahead of us.

Scotland.

Scotland. Where we would install a king.

…..

Of the river Forth and we landed in a place called Fife –
Which is wild compared to Kent –
And there we camped in woods near the abbey of Inchocolm.

And waited until at last he came to us – Siward
Our commander – and he told the sergeants it was time
To prepare us to fight.

Clearly sealift and local sea control can smooth the path for an initial military assault. The sea journey described above is just shy of 400 nm, and would have taken far less time than a northward march, thereby increasing the chance the expedition maintains some element of surprise. Whether the landing force is completely unexpected or merely arrives sooner after word reaches Macbeth and his advisors at Dunsinane, seat of his power, the force would have faced less entrenched and ready resistance. Additionally, had Macbeth received early warning, the mobility afforded by the sea would still have allowed the expedition some latitude in choosing where to disembark – a perennial complication for military planners facing an amphibious landing, from the American revolutionaries accounting for the movements of the British to Nazi Germany awaiting the Americans.

Invasion by sea would also have impacted the campaigns’ logistics. The initial requirements for foodstuffs and military supplies would have been greater than on a march, which could have offered a mix of supplies provided by other vassals when available and foraging in their absence. But the fact that the force set off from Essex indicates many of the forces were raised by southern nobles, easing the burden on the expedition’s northern commander, Siward, Earl of Northumbria. A march through his lands, bordering Scotland, would also have risked engendering a hostile populace enroute that might have joined Macbeth’s cause.

As in a later invasion of Scotland during the (2nd) English Civil War, the sealift could have been retained for resupply over open sea lines of communication (SLOCs) to limit the need of the expedition to disperse and forage after landing. It is unclear in Dunsinane whether the ships were kept at hand. But indications are that the English did not anticipate a long phase of contested nation-building to defend their installed king’s regime, and likely expected to rely on Siward’s neighboring realms as the situation changed. They may also have believed local sea control and predictable SLOCs would be challenged by other powers such Norway, which commanded more allegiance from some Scottish chiefs than the king at Dunsinane. This allegiance in turn was easier to command when, due to Scotland’s extensive coastlines, sea control could be no more than a localized or transitory thing, meaning other foreign powers could provide even overt support to prop up local proxies with little risk of interception.

Whether fleeting or near-absolute, a mastery of the waves confers both advantages and dangers. When it comes unchallenged at the start of a campaign it can breed an overconfidence that the rest of the endeavor will be as easy. Additionally, while command of the seas can be a great enabler in projecting power against an enemy state, it is of more limited use if a war transitions to a counter-insurgency phase where the nexus of success resides with the support of the people. This is not to say it’s of no use – the success of the U.S. counter-insurgency campaigns in the Philippine-American War were possible only through extensive naval activities – but unhindered SLOCs could only set the stage in cases such as Vietnam and Iraq, where what happened ashore was in many ways divorced from what happened at sea. It’s a lesson those eying an enemy (or wayward province) across the waters would do well to remember.

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In Dunsinane, sea power is a minor character, and the end of major combat operations it supported does not mark the beginning of peace. That comes with acceptance of defeat by the enemy, which as Clausewitz notes cannot always be imposed through the mere “total occupation of his territory.” And, as the German states learned in the Franco-Prussian War, the destruction of a regime’s forces can create a power vacuum filled by those even more loathe to throw in the towel. In the face of a recalcitrant foe, an occupier that increases its stay tempts provoking the people and swelling the ranks of the enemy.

While Siward and the English may have factored in the risk of rising resentment in their decision to invade by sea, they seem to overlook that of outlasting their welcome. In lines that could have been taken from The Accidental Guerilla, a book by Gen. Petraeus’s senior counter-insurgency advisor, David Kilcullen, Siward’s subordinate Egham says:

They’re not fighting us because of their Queen. They’re fighting us because we’re here. The Scots will fight anyone who’s standing in front of them. They like fighting. In fact – they’re fighting us partly because we’re stopping them from fighting each other.

Image-5 470x394Successful insurgencies and counter-insurgencies make this fighting personal. The former try to provoke an emotional (over-) response from the latter, while the later try to win the hearts and minds (or at least acquiescence) of the people through a return to a semblance of normalcy. In the forthcoming novel Ghost Fleet, by Peter Singer and August Cole, which also draws inspiration from the recent decades of counter-insurgency, a colonel chides another commander for “taking the losses from the insurgency personally…missing [the] greater responsibilities.” The death of Siward’s son at the beginning of the play makes the campaign immediately personal for him. While he and Egham both try to protect their men from harm by seeking accommodation with their former enemy, once the blood of their comrades is spilled in the insurgency phase Siward quickly goes through the seven stages of grief to punitive violence.

I don’t have as much experience with counter-insurgency as others writing in this series do, so I can’t say with certainty how I would handle the personal nature of it. Twice – in 2009 and in 2015 – I was ordered to spend a year with the war in Afghanistan, but twice those orders were cancelled – after 1 week and 4 hours respectively (I learned after the first time to wait awhile before telling my wife, just to be sure). But I’ve been lucky. Sailors by the thousands have been called from Active Duty assignments and the Reserve to serve in the counter-insurgency campaigns in Iraq and Afghanistan, and some are still being sent to the latter to this day. This is to say nothing of the contributions of the U.S. Marine Corps. Sea control may not make much difference in the counter-insurgency campaigns of Dunsinane or Afghanistan, but at the individual level the line between sea power and land power, between sailor and soldier, has blurred.

Scott Cheney-Peters is a surface warfare officer in the U.S. Navy Reserve and the former editor of Surface Warfare magazine. He is the founder and president of the Center for International Maritime Security (CIMSEC), a graduate of Georgetown University and the U.S. Naval War College, and a member of the Truman National Security Project’s Defense Council.

Protecting the Exclusive Ecconomic Zone – Part II

Feature Picture: LÉ Samuel Beckett the latest OPV of the Irish Naval Service (Trilogy Corporate Site 2014)

Geographical and Oceanographical Factors

When designing OPVs the core question a nation will need to ask itself is how big in terms of area, where the EEZ is (i.e. Northern waters, or Equatorial waters), how far is it that area from the nation’s bases and how much is the EEZ worth.  Vessels which are required to operate in stormy or icy waters (i.e. those operated by Denmark) will need to be as structurally strong and survivable as possible, with a high freeboard to help with large waves, as well as having as much of their equipment internalised as can be, and all equipment that can’t be internalised made easy to clear of ice. In contrast vessels which are to operate in warmer areas (i.e. to an extent France) will need enhanced cooling systems, not only to keep the personnel at a workable temperature, but also the computers and machines. A vessel which could find itself in both situations equally (i.e. those operated by Australia or Britain), will of course need both attributes; it is very difficult to retrofit sufficient cooling into a small ship built to be strong, equally it is very difficult to strength a ship that is not built to be strong. Simply put, a lot of thought needs to be placed at the very beginning of the conception and design process with OPVs as to what is needed, what is wanted and what is best to make sure: because there is not the space available to do much rectifying at a later date.

  8Figure 8. Denmark’s EEZ, total area of 2,551,238km2 encompasses a large area of North Atlantic and the Arctic[i]
9Figure 9. France’s EEZ totals in at 11,035,000km2 and is spread all around the world[ii]
10Figure 10. Australia’s EEZ, total area of about 8,505,348km2 that straddles the South Pacific and Indian Oceans, whilst encompassing a large chunk of Antarctica[iii]

 

Supplementary Missions

OPVs, especially those deployed to patrol distant territories or honour commitments to allies, will often be the nation they represent first responders to natural disasters; therefore building a measure of preparation into the design, i.e. storage space for medical supplies, power tools, tents and portable water purification equipment would be of advantage. This is a situation where a nation has the opportunity to engage in a win-win scenario; they help another nation (nations are not altruistic but they do like to look good and earn favours), they get to build a closer relationship with the nation experiencing the disaster and that nation gets some help. Much the same can be said for an OPV’s role in Search and Rescue operations, most nations have some form of lifeboat organisation – whether it is part of the government, independent or a mix differs from nation to nation. OPVs are of course not lifeboats, but if they are present then they can again be crucial first responders, especially in the case of mid-ocean emergencies. There is though a war (or at least combat) orientated mission, which has been highlighted by the events of October 2014 in Sweden; anti-submarine warfare, or ASW[iv].

11Figure 11. HDMS Ejnar Mikkelsen a Knud Rasmussen class OPV of the Danish Navy[v]

Now it is reasonable to pose the question ‘how useful could a vessel without a sonar (with the exception of the Danish Knud Rasmussen class[vi] which take advantage of stanflex technology[vii] to acquire one) or torpedoes be to an ASW operation, after all it isn’t a frigate?’ In fact OPVs, even those being proposed in this paper are not even corvettes (being closest in armament to a gunboats), do have something to offer ASW operations, especially those with the ability to support helicopters and operate UAVs. Helicopters have become the cornerstone of ASW operations; whilst Long Range Maritime Patrol Aircraft and ships with towed sonar arrays are very capable assets which really do make a difference: a legacy of the Cold War has been an almost dominance of helicopters in the practice of ASW[viii]. Helicopters of course make use of sonar buoys and dipping sonar to locate enemy submarines, such equipment could also be transferred in time to suitably capable UAVs – some of which are already in operation[ix]. This is in many ways an argument for building in flexible spaces into ship designs, as the one thing that can’t be easily added into a ship is space, yet it is space which serves best to future proof it.

It’s not only ships though that need to be future proofed, so do crews and commanders. Small ships, like OPVs, offer almost unique opportunities for navies to test out commanders at junior ranks with a fair amount of responsibility; at a far lower risk than if the achieve higher rank and untested make their mistakes when in command of far more expensive vessels.  Furthermore, a naval commander will often find themselves acting in a diplomatic capacity[x] a fact which has been highlighted by Julian Corbett as well as other authors[xi] throughout the years. Therefore Command of an OPV, especially when despatched to the edges of an EEZ or to patrol distant territories will provide young officers a plethora of opportunities to develop their skills and gain vital experience in this role. The reason that OPVs are unique in this regard is because the other small vessel type, the mine countermeasure vessel (MCMV), is becoming more and more specialised – even as the equipment becomes more containerised and dependent upon unmanned vehicles (although divers retain a vital role in the work); meaning that command of such vessels acting in that role itself requires more and more specialised knowledge.

Possible Missions

“The unassailable political lessons of the Falklands are that disregarding a threat does not make it disappear”

James Cable[xii]

The same can be said for ships, and most definitely for OPVs – disregarding, or down playing the likelihood of circumstances that will require their capabilities doesn’t mean it won’t happen. Even in this work, there are possible missions which OPVs could be used for, beyond those it has discussed. For example, with a suitable CIWS, and dual-purpose deck gun these vessels could make a very much needed war time point defence assets for MCMVs, auxiliaries, ships taken up from trade[xiii] and amphibious ships (including landing craft). In a time of shrinking forces, these are not frigate or destroyer replacements, but they would be able to help; they are able to be the ‘quantity’. Which leads to another scenario for the future. That OPVs cease to exist as they are now, and that nations begin to pursue something more similar to where the Danish model has already gone.

Under this scenario the future is a ship of ~2400tons, with a range of 6-7,000nmi, and which in its basic OPV form is armed with probably either a 57mm or 76mm deck gun[xiv], a CIWS and two single 20mm or 30mm mounts, would carry a rotary UAV and have the ability to deploy and recover boats from a ramp. However, by making use of a system similar to that of the Stanflex modular system, can be quickly modified with additional modules[xv] to make it an MCMV, Oceanography vessel or Point Defence ship (with addition of self-sufficient surface to air missiles which don’t require specialist radar, like the C-Dome is reported to be[xvi]) as required by operation. Although to maintain those skills and to meet ongoing operational commitments some vessels would have to be virtually permanently tasked as the former two; with other ships taking over as required by maintenance. This is because as said above the work of MCMV vessels is particularly specialised, and requires a lot of practice to keep at the level it’s required for war time. Oceanography is of course and ongoing commitment, requiring its own cadre of specialised staff, and equipment, which are easier to leave in place as long as possible so they can ‘bed down’. This all though is not to mean that there are not significant requirements for British Patrol vessels, as Figure 12 (below) highlights; the British EEZ is very expansive.

12Figure 12. Britain’s EEZ incorporates an area over 6,805,586km2, and whilst world encompassing is concentrated in the Atlantic[xvii]

In the case of the Royal Navy which is currently upgrading its forces to seven River Class OPV’s, operates eight each of the Hunt and Sandown class MCMVs, two Echo Class multi-purpose survey vessels, representing a force of twenty-five ships. Now if all those ships were of the same design, then instead of it being seven OPVs, sixteen MCMVs and two survey vessels, it would be a pool of twenty five vessels (with operational cost savings from streamlining training and maintenance that could be twenty-eight, or even more should Britain continue its focus on reserves and decide to give the Royal Naval Reserve proper ships again[xviii]) that could be orientated as required by circumstance.

Now this is nothing new, the RN’s MCMVs already often do secondary duty as OPVs, and in fact the scenario outlined is to an extent (common hulls), what the Mine Countermeasures, Hydrography and Patrol Vessel (MCHPV) program envisaged[xix]. Unfortunately, and despite the publication of the Black Swan sloop Concept[xx], when the opportunity came to order three more ships for the OPV role – it was not this program which was sourced, but the existing River Class[xxi], suggesting that it has at least been put back if not having been sacrificed for the time being on the altar of the Type 26 Frigate. What is worse is actually the base design of the River class, with its proven track record, adaptability and RN operational experience, would actually (on the face of it) make the perfect base pattern for the MCHPV to be built from.  Britain though would not be the only nation which could benefit from such a design, so could other nations such as Japan, South Africa, India, Australia and Canada.

All those nations are nations which are building themselves up in the maritime sense, they have to really, as the world has got more complex and sources of danger have diversified the necessity to protect what is theirs has grown. For the Japanese who have a strong escort force they would be most likely less interested in the point-defence adaptability, but considering their ‘peacetime’ problems of East China Sea EEZ patrol and probable war time issues with mines an adaptable force could prove a very workable and cost effective solution. For Australia and Canada with such vast areas to cover in such hostile seas then the more OPVs the better, more importantly with their relatively small force sizes, some second tier fighting ships might well be an attractive foundation on which to grow operational capabilities. India which has for a long time prided itself on being the strongest Asian naval power, is now facing challenges and a future where there are now easy strategic choices or even black & white decisions – making procurement of a flexible asset of the form of OPV/specialist duty vessel a more practical methodology of future proofing.

This is though beginning to sound similar to a ship design which has dominated American procurement discussion in recent years, the Littoral Combat Ship or LCS[xxii]. This was billed as the go everywhere, do everything low level combatant. Which has become its millstone, because it was supposed to be a jack of all trades it is good at none. Everything was designed from scratch, tailor made to fit this new class of warship. Unfortunately that design included a fixation on stealth, primarily because of the ‘Littoral’, meaning close to shore, in its name. The important difference between the LCS, OPVs and even what is being proposed is that the latter two vessel types are not supposed to do everything. The whole way through this work a constant refrain has been, ‘not a frigate’; OPVs do not need to be stealthy to the extent of the LCS, they do no need multiple hangars or even custom equipment – because that level of equipment is not needed by their mission set. Everything that an OPV needs, even the adaptable ship proposed in this section, is procurable ‘off the shelf’ – theoretically offering governments the opportunity to keep very tight control of the costs because they are known in advance. Even with all its capability the LCS has because of its failure to be able to do everything, had its procurement cut short and the USN are now looking for a frigate. One of the options for which is actually an upgraded version of the Coast Guards National Security Cutter[xxiii].

13Figure 13. the Austral’s Independence class LCS, the second of the two designs, its trimaran hull form and distinctive menacing stealth design has already made it a feature of cinema, but also make it cost wise firmly in the frigate classification, despite its limited weaponry[xxiv].
14Figure 14. Russian Steregushchiy class corvette[xxv], the Russian equivalent of the LCS, it bristles with weapons and is not really adaptable: these vessels (like the Chinese Type 056) are most definitely small warships rather than a patrol vessel.

Conclusion

“…the greatest value of the Navy will be found in events that fail to occur because of its influence”

Prof. Colin Gray[xxvi]

As has hopefully been shown these words of Prof Gray could be the watchwords for OPVs.  Whether in terms of design or employment, the mission of such a vessel is to prevent events from happening through their own presence, and through the influence that being present gives a nation.

At the beginning of this work a very simple question was asked, ‘What do OPVs need to be able to do, to do what they do?’, the answer unfortunately is not so simple. The first part of the question though that needs to be answered is actually the second. This is because what a ship does is ultimately the crucial overarching idea which must dictate their design. In theory the OPVs overarching design idea is to be able to maintain their nation’s EEZ through patrolling, and maximise their nation’s security in general through presence. The trouble is that, whilst put like that it sounds like a two plus two sum scenario, the reality as has been discussed is far more complex. There are reasons that the Nigerian OPV version of the Chinese corvette displaces 300tons more; to start with it is operating primarily in the South Atlantic rather than the more gentle waters of the Pacific, beyond this is the fact that whereas the corvettes can call in support of larger ships – the Nigerian navy hasn’t yet reached that point. This serves as an example as to why it’s so difficult to compare one nations OPV to another’s, as every nation has unique needs, and  an its own global perspective which will impact upon what they think they need, therefore what they build.

This complexity then feeds into the first part of the question, for if a vessel is conceived to carry out a primarily fishery protection role then it’s armament beyond machine guns becomes rather unnecessary; if however it is likely to be facing off with other nations warships – then perhaps it needs to be more corvette/small frigate, less OPV. The trick for any nation will be in getting the balance right, because getting it wrong will be far more expensive in lives and treasure. To get it right though then a nation must first properly gauge the threat that its ships will likely face, and just as importantly what level of support they are likely to receive – for a ship that will be on its own and only receive support under the best of circumstance must by necessity be more self-sufficient than one for which possibly overwhelming firepower, medical support or stores are just a beep away.

OPV are because of all this a very revealing class of vessel to watch, by this it’s meant that a nation’s choices will demonstrate much about what their intentions are. The longer the endurance of an OPV the more a nation would seem to be intent on achieving constant presence within their EEZ. This though is not answering the question, the answer to the question is that once a nation has decided what it needs to do, and what it wants to do then it must equip its OPVs accordingly; but they can’t go too far wrong if that OPV is equipped with UAVs, a decent deck gun, a CIWS, the appropriate sensors and possibly most importantly the ability to rapidly deploy and recover boats. Everything beyond that is up to the nation involved.

Dr. Alexander Clarke is our friend from the Phoenix Think Tank in the United Kingdom and host of the East-Atlantic edition of Sea Control. 

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[i]            (Wikipedia 2014, Exclusive Economic Zones (EEZ) 2009)

[ii]           (Wikipedia 2014, Exclusive Economic Zones (EEZ) 2009)

[iii]           (Wikipedia 2014, Exclusive Economic Zones (EEZ) 2009)

[iv]           (Marzal 2014)

[v]           (www.prismdefence.com 2010)

[vi]           (CASR 2008, naval-technology.com 2014)

[vii]          (Seaforces.org 2014) – this is a brilliant system which allows for a whole range of mission modules to be changed in and out re-rolling a ship in a matter of hours; advantages of this system include reducing maintenance & upgrade costs – by being able to carry out the work inside at a pace dictated by the work, not by the need to get the ship back to sea.  The problem with it are that whilst it is really a better version of ‘fitted for not with’ (a famous phrase attached to many RN vessels), as the ships can be fitted very quickly, a small ship will always be restricted to being a general specialist rather a general purpose ship. That though is really not that big a bug to bear.

[viii]         (Holmes 2014, USN 2014)

[ix]           (Clarke, August 2013 Notes: Possibilities of Future RN AEW 2013, Clarke, August 2013 Notes: UAVs = Cruise Missiles = UAVs… what does the future look like for Navies? 2013)

[x]           (Clarke, August 2013 Thoughts: Naval Diplomacy – from the Amerigo Vespucci to a Royal Yacht 2013)

[xi]           (J. S. Corbett 1911, Lord Chatfield 1942, Cable, Gunboat Diplomacy 1919-1979, Political Applications of Limited Naval Force 1981, Mahan 1987)

[xii]          (Cable, Britain’s Naval Future 1983, xiii-xiv)

[xiii]         Which have been a part of warfare forever, and have been a core part of war time planning for many years – as best displayed in the work the USN did on War Plan Orange (Miller 1991, 86-99)

[xiv]         In the case of the UK which seems to have enforced a no new gun policy, then there would seem to be a perfect opportunity for some inter-service collaboration, the new army 40mm gun would seem ripe for a sea going conversion, and whilst not being much better than the 30mm option, it would provide a better than nothing increase whilst not requiring a new gun.

[xv]          Optimum number would probably be two – four, depending upon whether the CIWS and Deck Gun were also modular installations or were traditionally emplaced.

[xvi]         (Eshel 2014)

[xvii]         (Wikipedia 2014, Exclusive Economic Zones (EEZ) 2009)

[xviii]        Yes this may look a little ‘pie in the sky’ in the light of recent decisions, but considering even a cursory glance at what this force is required to do includes:

  • Provide presence/maritime security patrols in the Caribbean, Gibraltar and the Falklands; the only one that a standing OPV presence is maintained at the moment is the Falkland’s, with the Caribbean being covered by a Bay class auxiliary, and Gibraltar having something only when it’s passing through.
  • Fishery Protection/Counter Terrorism patrol of the UK; the OPVs are constant alert for this, whilst Scotland maintains its own Fishery Protection vessels, they don’t do counter terrorism.
  • MCMV patrols in the Middle East, Faslane for the Strategic Deterrent, Portsmouth for the Carriers and Plymouth for the Amphibious Task Group; possibly the most overworked vessels in the fleet, with
  • Survey Ships are often either doing or doing the equivalent of around the world voyages in order to maintain up-to-date maps of the oceans beneath the waves to support ASW and submarine operations.

When that is considered, alongside the fact that many of these commitments requiring multiple ships, it could make anyone wonder how the RN manages it with a force of just 25 vessels – which are not ‘interchangeable’ as those proposed would be.

[xix]         (naval-technology.com 2012)

[xx]          (Ministry of Defence 2012)

[xxi]         (Navy News 2014)

[xxii]         (Defence Industry Daily Staff 2014)

[xxiii]        (Axe 2014)

[xxiv]        (Defence Industry Daily Staff 2014)

[xxv]         (naval-technology.com 2014)

[xxvi]        (Royal Navy 2014)

 

 

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Sea Control 60 – Falklands Series 3 with Gen Vaux and 42 Commando

seacontrol2Alex Clarke interviews Major General (ret) Nick Vaux, Royal Marines who, in 1982, was a Colonel and the Commanding Officer of 42 Commando. He is the author of two books:
Take That Hill
March to the South Atlantic

DOWNLOAD: Sea Control 60 – Falklands with Gen Vaux and 42 Commando

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CIMSEC UK Nov Chapter Meet-Up (8-9 Nov)

StonehouseTwo Events Bookend CIMSEC’s UK Chapter Meet-Up:

Courtesy of the Royal Marines the UK Chapter of CIMSEC is hosting an informal meet-up at Stonehouse Barracks in Plymouth on Saturday 8th November. Come and join us to meet some very interesting people, have a tour of the barracks and discuss all things maritime.

The Sergeant’s Mess, where the meeting will be held, has very kindly offered to provide a buffet for the evening for the price of £5 per person. The event is due to start at around 6pm and finish around 10.30 pm.

MemorialWe have also been invited to accompany the Royal Marines for the Remembrance Day Service on the Hoe on Sunday 9th November. This is scheduled to commence at 10.30 am, but due to limited parking it is advised to arrive early. If you are able to join us it would be great to see you and it promises to be a most memorable occasion.

Day 1: Saturday 8th November  (6pm – 10pm)
Informal meet-up at the Stonehouse Royal Marine Barracks (PL1 3QS). (Buffet £5 per person.)

Day 2: Sunday 9th November (10am – onwards)
Attend the Remembrance Day Service at Plymouth Hoe with the Royal Marines. (PL1 2LR)

Dress code: Smart casual would be preferred for both occasions.

Due to space and base security restrictions at Stonehouse RSVP’s are required, so if you would like to come please contact me on cjstockdalegarbutt@gmail.com preferably no later than November 2nd.

If you have any questions about the event or would like to suggest a future venue please send me an email on the above address.