Category Archives: Future Tech

What is coming down the pipe in naval and maritime technology?

Self-Driving Ships Will Soon Raise the Stakes at Sea

The following article originally appeared on the Kennedy School Review and is republished with permission. Read it in its original form here.

By Cameron Lindsay

While Amazon continues to pilot its fully autonomous drone delivery system, Amazon PrimeAir, an autonomous delivery system millions of times larger is occurring at sea. And whether you are the passenger on-board a cruise ship or you hire a shipping company to transport your belongings overseas, in a few years, you will increasingly be at the mercy of a self-driving ship.

The prevalence of self-driving ships, or in more technical terms, autonomous surfaced vessels (ASV) or unmanned surfaced vessels (USV), which operate either remotely or completely independent of humans, is growing. And while for centuries mariners have sailed in awe of the ocean’s size and reverence of its might, the emergence of the self-driving ship ushers a new era of commercial economic opportunity as well as maritime security risks of miscalculation.

Similar to self-driving cars, most of the technology necessary for the development of a self-driving ship is mature and available at reasonably low cost. Using state-of-the-art computer algorithms within advanced radar, navigation, acoustic, and optical sensor payloads, self-driving ships are expected to operate more efficiently and safely than those operated by humans.

Self-driving ships present the opportunity for the commercial maritime industry to significantly increase profits through the reduction of costs associated with crew salaries, nourishment, fatigue, insurance, and decision bias. As described by the President of Rolls-Royce Marine Mikael Mäkinen, “autonomous shipping is the future of the maritime industry. As disruptive as the smartphone, the smart ship will revolutionize the landscape of ship design and operations. While Rolls-Royce is vying to build the first autonomous smart ship with Google, other companies like the Norwegian company Yara seek to be the world’s first remote controlled and then totally autonomous electric cargo ship in 2020.

However due to the technical complexity, lack of legal precedent, and political hedging associated with self-driving ships, one can expect the wave that brings higher commercial profits to also lower the propensity for international consensus on their use. Self-driving ships present challenges like those faced by federal and state governments today in implementing safeguards when introducing self-driving cars to the public. Yet unlike self-driving cars, these policies will need to address centuries-old maritime legal constructs, sovereignty protections, and universally established rules for how vessels interact on the high seas. The necessity of these policies to accommodate the commercial interests of ships longer than the height of the Empire State Building and communal practices of family owned fishing trawlers will be a significant challenge to policy makers.

Unlike driving your car on a well-regulated interstate highway system, moving further away from a given nation’s coast corresponds with the transition of sovereign territorial waters to an international patch work of treaty obligations under the United Nations (UN) Convention on the Law of the Sea and regulatory organizations, notably led by the International Maritime Organization (IMO). With its UN mandate to promote safe, secure, efficient, and environmentally sustainable shipping, the IMO has an opportunity to advance maritime safety, security, environmental protections, and economic opportunity through its embrace of technological innovation.

While the impact of self-driving ships will be a severe disruption to the commercial maritime industry, the technology will also punctuate a new era of maritime security strategy. Historically, the vast distance of the warship’s Captain from his state served to strengthen professional restraint while simultaneously weakening the temptation of jingoism. Using a command and control structure analogous to cyber and unmanned aerial vehicles (drones), an artificiality to the context of conflict engagement will exist between state authority and state actor. Development efforts underway today have already produced machines that can replicate some of the functions of fighter pilots and sentries, among others, and it appears inevitable that military system capabilities will continue to expand into areas traditionally the domain of human operators.

Nations seeking to capture a maritime strategic advantage may see the application of self-driving ships as a force multiplier to maritime search and rescue, mine clearance, and offensive operations. Conversely some nations may view the application of self-driving ships as their relief valve to unusually high operational demands resulting in accelerated personnel fatigue and vessel deterioration. When coupled with future advances in sustainable energy sources (solar, nuclear, and lithium-ion battery), self-driving ships will become an attractive investment alternative for global powers in extending their ability to project power by sea. Undoubtedly this regional and global great power competition will heighten the risk of miscalculation and unintentional conflict escalation as evident in the December 2016 seizure of an American unmanned oceanographic survey ship by Chinese naval forces.

For international maritime bodies, such as the IMO, International Seabed Authority, and International Whaling Commission, self-driving ships offer a low-cost approach for monitoring and reporting nation-state and private violators of maritime conventions. Through member nation financial support, the UN application of self-driving ships could respond to sustained maritime humanitarian crises while depoliticizing involvement and the risk to entrapment by member nations. This may serve as a pretext for the establishment of a sustainable internationally recognized unmanned maritime peacekeeping mission with the capacity to actively investigate illegal fishing off Somalia’s coast, resource exploitation near Fiji, environmentally damaging practices to the Great Barrier Reef, or freedom of navigation within the disputed South China Sea.

However, before the rewards of self-driving ships can be realized, their challenges must be acknowledged, accepted, and addressed through a combination of active diplomacy, smart policy, and visionary thinking.

Cameron Lindsay is a Master in Public Administration candidate at the Harvard Kennedy School and U.S. Navy Politico-Military Scholar. He is a graduate of the United States Naval Academy and Government Affairs Institute at Georgetown University. The views and opinions expressed are the author’s alone and do not represent the official position of the U.S. Navy, U.S. Department of Defense, or U.S. Government.

Featured Image: Autonomous ship concept (Rolls Royce)

Protecting the Maritime Shipping Industry from Cybercrime

By Nicholas A. Glavin


The American maritime shipping industry is one of the most vulnerable critical infrastructures (CI) to ransomware and other forms of cybercrime. Maritime shipping accounts for 90-94 percent of world trade; any disruption to this sector will adversely affect the American economy and international trade more broadly. The July 2017 NotPetya ransomware attack that affected Maersk, a Dutch maritime shipping company, prompts timely action to protect American maritime infrastructure as the industry is ill-prepared to prevent and respond to attacks of this sophistication and scale. The recommended course of action encourages the U.S. Government to subsidize cybersecurity and training horizontally and vertically across the maritime shipping industry through the U.S. Coast Guard (USCG).

Cyber Assaulting Maritime Commerce

Any disruptions to global shipping companies, sea lanes of communication, or maritime chokepoints will have potentially disastrous implications for the economies and the supply chains of the U.S. and the global community. The economic impacts of cyber disruptions and damage to ships, ports, refineries, terminals, and support systems is estimated to be in the hundreds of billions of dollars. Moreover, the second- and third-order effects of a cyber attack are not limited to the maritime sector of CI; if more than one port is disrupted at the same time, a greater impact is “likely to occur” for the Critical Manufacturing, Commercial Facilities, Food and Agriculture, Energy, Chemical, and Transportation Systems of the nation’s CI.

Ransomware attacks eclipsed most other cybercrime threats in 2017.  The July 2017 NotPeyta ransomware attack highlighted the vulnerabilities of the maritime shipping industry to cyber disruptions. One of the most high-profile victims of this ransomware attack included the Dutch maritime shipping company Maersk. The company estimates upwards of $300 million in losses from the attack, the majority of which relates to lost revenue. Maersk continued operating for ten days without information technology (IT) until its networks were back online, despite ships with 10,000 to 20,000 containers entering a port every fifteen minutes. NotPetya shut down several ports worldwide, reduced Maersk’s volume by 20 percent, and forced the company to handle the remaining 80 percent of its operations manually. Maersk was forced to replace 45,000 PCs, 4,000 servers and install 2,500 applications.

The maritime shipping industry is highly vulnerable to cybercrime – in particular, ransomware – because of its lack of encryption, increased use of computer services, a lack of standardized training in and awareness of cybersecurity among crew, the sheer cost of defending the maritime IT enterprise, and industry-wide complacence towards cybersecurity. Several navigation systems such as the Global Positioning System (GPS) and the Automatic Identification System (AIS) are neither encrypted nor authenticated, thus being a soft target for cyber criminals. Jamming or spoofing of these systems can ground ships or make two collide, which can close a port or shipping channel for days or weeks depending on the severity of the incident. Disruptions to Industrial Control Systems (ICS) can lead to injury or death, release harmful pollutants, and lead to extensive economic damage across the maritime shipping industry.

Course of Action A: Federal Subsidies for Mandated Cybersecurity Awareness and Training

A Federal Government-enabled focus on prevention and response would proliferate horizontally and vertically across the maritime shipping community. This approach subsidizes the buy-in for industry to approach cybersecurity as a cost-effective asset. Simultaneously, this educates lower echelons of the workforce on digital hygiene to understand the transmission of ransomware and other forms of cybercrime. A positive consequence is the mitigation of industry lacking robust cybersecurity capabilities due to complacence and overhead costs. This is highly probable due to NotPetya’s wake-up call to industry and the existing public-private cybersecurity partnerships.

As the lead agency responsible for maritime cybersecurity in the U.S., the USCG issued a cybersecurity strategy in 2015 to identify best practices and voluntary measures. However, others may argue it is not the place of the U.S. government to subsidize cybersecurity best practices, facilitate compliance, and serve as the arbiter of how industry should train and defend against ransomware and other forms of cybercrime, thus opting instead for only industry-led approaches.

Course of Action B: Leverage Manual Operations and Dated Communications Technologies

This no- and low-tech approach encourages the use of manual navigations operations and older long-range navigation (LORAN) systems to circumvent disruptions to navigational and operational systems. A positive consequence of this approach is the standardization of backup operations for seamless continuity of operations on land, while also mitigating the overreliance on technology at sea. This is a probable course of action given the existing LORAN infrastructure and Maersk operating at 80 percent capacity during the NotPetya attack. A negative consequence is a proliferation in ransomware attacks deliberately targeting this industry since the approach would be passive in nature. This is also probable in occurring given the interconnectedness of the maritime sector to other CIs. However, others may argue that manual training and a functional secondary means of communication mitigates adverse costs from future ransomware attacks.


Course of Action A provides the highest return on investment to address the ransomware threat to the American maritime shipping industry. This prevention-focused and proactive approach will induce a top-down, lateral, and public-private approach to address maritime cybersecurity. While Course of Action B identifies the existence and use of alternative approaches to circumvent – or, at worst, mitigate the consequences of – a ransomware attack, it fails to place a premium on industry-wide digital hygiene  which is arguably the most cost-effective, scalable, and fastest approach to ransomware prevention.

Nicholas A. Glavin is a candidate for a Master of Arts in Law and Diplomacy (MALD) from The Fletcher School at Tufts University. He previously worked as a researcher at the U.S. Naval War College’s Center on Irregular Warfare and Armed Groups (CIWAG). The views expressed are the author’s own and do not represent those of the U.S. Government. Follow him on Twitter @nickglavin.

Featured Image: Albert Mærsk in the 70s (Wikimedia Commons)

Establish a Seabed Command

Seabed Warfare Week

By Joseph LaFave

The U.S. Navy got a lot of press in 2017, and a lot of it was negative. In the Pacific, there were two incidents where U.S. Navy ships collided with civilian vessels, and as a result 17 American Sailors lost their lives. In the wake of these incidents, report after report has come out detailing how the U.S. Navy’s surface fleet is overworked and overwhelmed.

After the collisions, several U.S. Navy commanders lost their jobs, and charges were filed against five Navy officers for offenses ranging up to negligent homicide. This is an almost unprecedented move, and the Navy is attempting to both satisfy the public outcry and remedy the training and readiness shortfalls that have plagued the surface warfare community for some time.

The point isn’t to shame Navy leadership, but rather to point out that the Navy’s surface fleet is terribly overworked. As a nation we are asking them to do too much. Reports show that while underway, Sailors typically work 18-hour days, and fatigue has been cited as a major factor in the collisions. While there may be a desire to generate more overall mine warfare capacity, it is unrealistic to expect the rest of the surface fleet to assume any additional burden for this mission area.

The surface fleet needs to refocus its training and resources on warfighting and lethality. Of all of its currently assigned missions, mine warfare in particular could be transferred to a seabed-specific command.

A Seabed Command would focus entirely on seabed warfare. It could unite many of the currently disparate functions found within the surface, EOD, aviation, and oceanographic communities. Its purview would include underwater surveying and bathymetric mapping, search and recovery, placing and finding mines, testing and operating unmanned submersibles, and developing future technologies that will place the U.S. on the forefront of future seabed battlegrounds.

Why It Is Important

The seabed is the final frontier of the battlespace. Even low earth and geosynchronous orbits have plenty of military satellites, whether they are for communication or surveillance, but the seabed, except for mines and a few small expeditionary vessels, remains largely unexplored.

There are several reasons for this. For one, it’s hard to access. While the U.S. Navy has a few vehicles and systems that allow for deployment to deep depths, the majority of the seabed remains inaccessible, at least not quickly. Since the collapse of the Soviet Union, this hasn’t been a huge problem. Except for in rare cases of submarine rescue, there has been little need for the Navy to deploy forces to extreme depths.

That is changing. Secretary of Defense Mattis has made it clear that in the coming years, threats from nations such as Russia and China will make conventional forces more relevant than they have been in the past 20 years. It is imperative that the U.S. Navy has a solution to rapidly deploy both offensive and defensive forces to the seabed, because right now it can’t.

While mine-hunting robots have been deployed to Arleigh Burke destroyers, it seems unlikely that in a full-scale war the Navy will be able to direct these assets to work full-time at seabed warfare. After all, they’re too valuable. The Arleigh Burke destroyer proved its mettle in Iraq; being able to place cruise missiles through the window of a building certainly has a deterrent effect. But this also means that any attempts to add mine warfare to the destroyers’ responsibilities will be put on the back burner, and that will allow enemies to gain an advantage on the U.S. Navy.

There is simply a finite amount of time, and the Sailors underway cannot possibly add yet more tasks to their already overflowing plate. It would take a great deal of time for Sailors onboard the destroyers to train and drill on seabed warfare, and that’s time they just don’t have. No matter how many ways you look at it, the surface fleet is already working at capacity.

What is needed is a new naval command, equipped with its own fleet of both littoral and deep-water ships and submarines, which focuses entirely on seabed warfare.

In this new command, littoral ships, like the new Freedom Class LCS, will be responsible for near shore seabed activities. This includes clearing friendly harbors of mines, placing mines in enemy harbors, searching for enemy submarines near the coast, and denying the enemy the ability to reach friendly seabeds.

The deep-water component will be equipped with powerful new technology that can seek out, map, and cut or otherwise exploit the enemy’s undersea communications cables on the ocean floor, while at the same time monitor, defend, maintain, and repair our own. It will also deploy stand-off style torpedo pods near enemy shipping lanes; they will be tasked with dominating the seabeds past the 12 nautical mile limit.

We have to be prepared to think of the next war between the U.S. and its enemies as total war. Supplies and the transfer of supplies between enemy countries will be a prime target for the U.S. Navy. We have to assume that in a full nation vs. nation engagement, the submarines, surface ships, aircraft carriers, and land-based aircraft will be needed elsewhere. Even if they are assigned to engage enemy shipping, there are just not enough platforms to hold every area at risk and still service the required targets.

For example, the U.S. will need the fast attacks to insert Special Forces troops, especially since the appetite to employ the Special Forces community has grown in the last 20 years. They will also be needed to do reconnaissance and surveillance. Likewise, the aircraft carriers will have their hands full executing strike missions, providing close air support to ground troops, working to achieve air superiority, and supporting Special Forces missions. Just like the surface fleet is today, the submarine fleet and the aircraft carriers will be taxed to their limit during an all-out war.

That’s why a seabed-specific command is needed to make the most of the opportunities in this domain while being ready to confront an adversary ready to exploit the seabed. Suppose that during a total war, the Seabed Command could place underwater torpedo turrets on the seabed floor, and control them remotely. A dedicated command could place, operate, and service these new weapons, freeing up both the surface and the submarine fleets to pursue other operations. Under control of Seabed Command, these cheap, unmanned torpedo launchers could wait at the bottom until an enemy sonar contact was identified and then engage. Just like pilots flying the MQ-9 Reaper control the aircraft from thousands of miles away, Sailors based in CONUS could operate these turrets remotely. Even the threat of these underwater torpedo pods would be enough to at least change the way an adversary ships crucial supplies across the ocean. If the pods were deployed in remote areas, it would force the enemy to attempt to shift shipping closer to the coast, where U.S. airpower could swiftly interdict.

The final component of Seabed Command would be a small fleet of submarines, equipped for missions like undersea rescue, repair, and reconnaissance. The submarines would also host saturation diving capabilities, enabling the delivery of personnel and equipment to the seafloor. Because these assets are only tasked with seabed operations, the Sailors would receive unique training that would make them specialists in operating in this unforgiving environment.


A brand new Seabed Command and fleet is order. It will be made up of both littoral and deep water surface ships, unmanned torpedo turrets that can be deployed to the ocean floor and operated from a remote base, and a small fleet of submarines specially equipped for seabed operations.

The U.S. Navy cannot rely on the surface warfare community to complete this mission; they are simply too busy as it is. While the submarine force might also seem like a logical choice, in a full-on nation vs. nation war, their top priorities will not be seabed operations. Only a standalone command and fleet will ensure America’s dominance at crush depth.

Joseph LaFave is a journalist covering the defense contracting industry, defense trends, and the Global War on Terror. He is a graduate of Florida State University and was an engineer at Lockheed Martin.

Featured Image: ROV Deep Discoverer investigates the geomorphology of Block Canyon (NOAA)

Unmanned Mission Command, Pt. 2

By Tim McGeehan

The following two-part series discusses the command and control of future autonomous systems. Part 1 describes how we have arrived at the current tendency towards detailed control. Part 2 proposes how to refocus on mission command.

Adjusting Course

Today’s commanders are accustomed to operating in permissive environments and have grown addicted to the connectivity that makes detailed control possible. This is emerging as a major vulnerability. For example, while the surface Navy’s concept of “distributed lethality” will increase the complexity of the detection and targeting problems presented to adversaries, it will also increase the complexity of its own command and control. Even in a relatively uncontested environment, tightly coordinating widely dispersed forces will not be a trivial undertaking. This will tend toward lengthening decision cycles, at a time when the emphasis is on shortening them.1 How will the Navy execute operations in a future Anti-Access/Area-Denial (A2/AD) scenario, where every domain is contested (including the EM spectrum and cyberspace) and every fraction of a second counts? 

The Navy must “rediscover” and fully embrace mission command now, to both address current vulnerabilities as well as unleash the future potential of autonomous systems. These systems offer increased precision, faster reaction times, longer endurance, and greater range, but these advantages may not be realized if the approach to command and control remains unchanged. For starters, to prepare for future environments where data links cannot be taken for granted, commanders must be prepared to give all subordinates, human and machine, wide latitude to operate, which is only afforded by mission command. Many systems will progress from a man “in” the loop (with the person integral to the functioning), to a man “on” the loop (where the person oversees the system and executes command by negation), and then to complete autonomy. In the future, fully autonomous systems may collaborate with one another across a given echelon and solve problems based on the parameters communicated to them as commander’s intent (swarms would fall into this category). However, it may go even further. Mission command calls for adaptable leaders at every level; what if at some level the leaders are no longer people but machines? It is not hard to imagine a forward deployed autonomous system tasking its own subordinates (fellow machines), particularly in scenarios where there is no available bandwidth to allow backhaul communications or enable detailed control from afar. In these cases, mission command will not just be the preferred option, it will be the only option. This reliance on mission command may be seen as a cultural shift, but in reality, it is a return to the Navy’s cultural roots.

Back to Basics

Culturally, the Navy should be well-suited to embrace the mission command model to employ autonomous systems. Traditionally once a ship passed over the horizon there was little if any communication for extended periods of time due to technological limitations. This led to a culture of mission command: captains were given basic orders and an overall intent; the rest was up to them. Indeed, captains might act as ambassadors and conduct diplomacy and other business on behalf of the government in remote areas with little direct guidance.2 John Paul Jones himself stated that “it often happens that sudden emergencies in foreign waters make him [the Naval Officer] the diplomatic as well as the military representative of his country, and in such cases he may have to act without opportunity of consulting his civic or ministerial superiors at home, and such action may easily involve the portentous issue of peace or war between great powers.”3  This is not to advocate that autonomous systems will participate in diplomatic functions, but it does illustrate the longstanding Navy precedent for autonomy of subordinate units.

Another factor in support of the Navy favoring mission command is that the physics of the operating environment may demand it. For example, the physical properties of the undersea domain prohibit direct, routine, high-bandwidth communication with submerged platforms. This is the case with submarines and is being applied to UUVs by extension. This has led to extensive development of autonomous underwater vehicles (AUVs) vice remotely operated ones; AUVs clearly favor mission command.

Finally, the Navy’s culture of decentralized command is the backbone of the Composite Warfare Commander (CWC) construct. CWC is essentially an expression of mission command. Just as technology (the telegraph cable, wireless, and global satellite communication) has afforded the means of detailed control and micromanagement, it has also increased the speed of warfighting, necessitating decentralized execution. Command by negation is the foundation of CWC, and has been ingrained in the Navy’s officer corps for decades. Extending this mindset to autonomous systems will be key to realizing their full capabilities.

Training Commanders

This begs the question: how does one train senior commanders who rose through the ranks during the age of continuous connectivity to thrive in a world of autonomous systems where detailed control is not an option? For a start, they could adopt the mindset of General Norman Schwarzkopf, who described how hard it was to resist interfering with his subordinates:

“I desperately wanted to do something, anything, other than wait, yet the best thing I could do was stay out of the way. If I pestered my generals I’d distract them:  I knew as well as anyone that commanders on the battlefield have more important things to worry about than keeping higher headquarters informed…”4

That said, even while restraining himself, at the height of OPERATION DESERT STORM, his U.S. Central Command used more than 700,000 telephone calls and 152,000 radio messages per day to coordinate the actions of their subordinate forces. In contrast, during the Battle of Trafalgar in 1805, Nelson used only three general tactical flag-hoist signals to maneuver the entire British fleet.5

Commanders must learn to be satisfied with the ambiguity inherent in mission command. They must become comfortable clearly communicating their intent and mission requirements, whether tasking people or autonomous systems. Again, there isn’t a choice; the Navy’s adversaries are investing in A2/AD capabilities that explicitly target the means that make detailed control possible. Furthermore, the ambiguity and complexity of today’s operating environments prohibit “a priori” composition of complete and perfect instructions.

Placing commanders into increasingly complex and ambiguous situations during training will push them toward mission command, where they will have to trust subordinates closer to the edge who will be able to execute based on commander’s intent and their own initiative. General Dempsey, former Chairman of the Joint Chiefs of Staff, stressed training that presented commanders with fleeting opportunities and rewarding those who seized them in order to encourage commanders to act in the face of uncertainty.

Familiarization training with autonomous systems could take place in large part via simulation, where commanders interact with the actual algorithms and rehearse at a fraction of the cost of executing a real-world exercise. In this setting, commanders could practice giving mission type orders and translating them for machine understanding. They could employ their systems to failure, analyze where they went wrong, and learn to adjust their level of supervision via multiple iterations. This training wouldn’t be just a one-way evolution; the algorithms would also learn about their commander’s preferences and thought process by finding patterns in their actions and thresholds for their decisions. Through this process, the autonomous system would understand even more about commander’s intent should it need to act alone in the future. If the autonomous system will be in a position to task its own robotic subordinates, that algorithm would be demonstrated so the commander understands how the system may act (which will have incorporated what it has learned about how its commander commands).

With this in mind, while it may seem trivial, consideration must be made for the fact that future autonomous systems may have a detailed algorithmic model of their commander’s thought process, “understand” his intent, and “know” at least a piece of “the big picture.” As such, in the future these systems cannot simply be considered disposable assets performing the dumb, dirty, dangerous work that exempt a human from having to go in harm’s way. They will require significant anti-tamper capabilities to prevent an adversary from extracting or downloading this valuable information if they are somehow taken or recovered by the enemy. Perhaps they could even be armed with algorithms to “resist” exploitation or give misleading information. 

The Way Ahead

Above all, commanders will need to establish the same trust and confidence in autonomous systems that they have in manned systems and human operators.6 Commanders trust manned systems, even though they are far from infallible. This came to international attention with the airstrike on the Medecins Sans Frontieres hospital operating in Kunduz, Afghanistan. As this event illustrated, commanders must acknowledge the potential for human error, put mitigation measures in place where they can, and then accept a certain amount of risk. In the future, advances in machine learning and artificial intelligence will yield algorithms that far exceed human processing capabilities. Autonomous systems will be able to sense, process, coordinate, and act faster than their human counterparts. However, trust in these systems will only come from time and experience, and the way to secure that is to mainstream autonomous systems into exercises. Initially these opportunities should be carefully planned and executed, not just added in as an afterthought. For example, including autonomous systems in a particular Fleet Battle Experiment solely to check a box that they were used raises the potential for negative training, where the observers see the technology fail due to ill-conceived employment. As there may be limited opportunities to “win over” the officer corps, this must be avoided. Successfully demonstrating the capabilities (and the legitimate limitations) of autonomous systems is critical. Increased use over time will ensure maximum exposure to future commanders, and will be key to widespread adoption and full utilization.  

The Navy must return to its roots and rediscover mission command in order to fully leverage the potential of autonomous systems. While it may make commanders uncomfortable, it has deep roots in historic practice and is a logical extension of existing doctrine. Former General Dempsey wrote that mission command “must pervade the force and drive leader development, organizational design and inform material acquisitions.”Taking this to heart and applying it across the board will have profound and lasting impacts as the Navy sails into the era of autonomous systems.

Tim McGeehan is a U.S. Navy Officer currently serving in Washington. 

The ideas presented are those of the author alone and do not reflect the views of the Department of the Navy or Department of Defense.


[1] Dmitry Filipoff, Distributed Lethality and Concepts of Future War, CIMSEC, January 4, 2016,

[2] Naval Doctrine Publication 6: Naval Command and Control, 1995,, p. 9      

[3] Connell, Royal W. and William P. Mack, Naval Customs, Ceremonies, and Traditions, 1980, p. 355.

[4] Schwartzkopf, Norman, It Doesn’t Take a Hero:  The Autobiography of General Norman Schwartzkopf, 1992, p.523

[5] Ibid 2, p. 4

[6] Greg Smith, Trusting Autonomous Systems: It’s More Than Technology, CIMSEC, September 18, 2015,     

[7] Martin Dempsey, Mission Command White Paper, April 3, 2012,

Featured Image: SOUTH CHINA SEA (April 30, 2017) Sailors assigned to Helicopter Sea Combat Squadron 23 run tests on the the MQ-8B Firescout, an unmanned aerial vehicle, aboard littoral combat ship USS Coronado (LCS 4). (U.S. Navy photo by Mass Communication Specialist 3rd Class Deven Leigh Ellis/Released)