Our readers have spoken and selected the following articles as their favorite from the prior year. Now you have the chance to hear from the authors on how their pieces have held up and explore predictions for the coming year at the 2nd annual CIMSEC Forum for Authors and Readers (CFAR) in Washington, DC, on March 24th. RSVP Here: https://cimsec.org/cfar-2016/cfar-2016-rsvp.
Congratulations to all those nominated and to the winners – all but “East Asian Security in the Age of the Chinese Mega-Cutter” will be represented at CFAR.
Recently the new Chief of Naval Operations issued a document “Design for Maintaining Maritime Superiority” that outlines how, hopefully, the US Navy can maintain a maritime superiority our foes will recognize and avoid confronting.
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If you look for anything specifically regarding the Coast Guard here, you will not find it (other than the cutter in the formation on the cover). The Coast Guard is not mentioned even once, but it does talk about some things that are Coast Guard related. Perhaps the Coast Guard should not feel bad about this. It only mentions the Marine Corps once.
Three Forces that are Changing the Environment
The first global force is the traffic on the oceans, seas, and waterways, including the sea floor – the classic maritime system.
A second increasingly influential force is the rise of the global information system – the information that rides on the servers, undersea cables, satellites, and wireless networks that increasingly envelop and connect the globe.
The third interrelated force is the increasing rate of technological creation and adoption.
Obviously the Coast Guard facilitates and regulates marine traffic, and is tapped into the global information system. In wartime, these contacts will become essential since they will form the basis for naval control of shipping. He also talks about new trade routes opening in the Arctic. These will only be reliable if we have new icebreakers. He also talks about illegal trafficking.
“This maritime traffic also includes mass and uncontrolled migration and illicit shipment of material and people.”
A Document That Explicitly Recognizes the Competition
“For the first time in 25 years, the United States is facing a return to great power competition. Russia and China both have advanced their military capabilities to act as global powers. Their goals are backed by a growing arsenal of high-end warfighting capabilities, many of which are focused specifically on our vulnerabilities and are increasingly designed from the ground up to leverage the maritime, technological and information systems. They continue to develop and field information-enabled weapons, both kinetic and non-kinetic, with increasing range, precision and destructive capacity. Both China and Russia are also engaging in coercion and competition below the traditional thresholds of high-end conflict, but nonetheless exploit the weakness of accepted norms in space, cyber and the electromagnetic spectrum. The Russian Navy is operating with a frequency and in areas not seen for almost two decades, and the Chinese PLA(N) is extending its reach around the world.
“…Coupled with a continued dedication to furthering its nuclear weapons and missile programs, North Korea’s provocative actions continue to threaten security in North Asia and beyond.
“…while the recent international agreement with Iran is intended to curb its nuclear ambitions, Tehran’s advanced missiles, proxy forces and other conventional capabilities continue to pose threats to which the Navy must remain prepared to respond.
“…international terrorist groups have proven their resilience and adaptability and now pose a long-term threat to stability and security around the world.”
Recognizing Budgetary Limitations
“There is also a fourth ‘force’ that shapes our security environment. Barring an unforeseen change, even as we face new challenges and an increasing pace, the Defense and Navy budgets likely will continue to be under pressure. We will not be able to “buy” our way out of the challenges that we face. The budget environment will force tough choices but must also inspire new thinking.”
Throughout there is an emphasis on understanding history and the strategic concepts of the past. There is also a recognition of the need to work with partners.
“EXPAND AND STRENGTHEN OUR NETWORK OF PARTNERS: Deepen operational relationships with other services, agencies, industry, allies and partners – who operate with the Navy to support our shared interests.”
Other than the Marine Corps, the US Navy has no closer partner than the US Coast Guard. And while only about one eighth the size of the US Navy, in terms of personnel, the US Coast Guard is larger than Britain’s Royal Navy or the French Navy. The partnership has been a long and successful one, but I would like to see the Navy be a better partner to the Coast Guard. This is how the Navy can help the Coast Guard help the Navy.
What I Want to See
If we have a “run out of money, now we have to think” situation, one thing we can do is to try to get the maximum return from the relatively small investment needed to make the Coast Guard an effective naval reserve force.
Webber Class WPC, USCGC Margaret Norvell
We need explicit support from the Navy at every level, particularly within Congress and the Administration, for Coast Guard recapitalization.While the Navy’s fleet averages approximately 14 years old. The Coast Guard’s major cutters average over 40. The proposed new ships, are more capable than those they replace. They are better able to work cooperatively with the Navy. The nine unit 4,500 ton “National Security Cutter” program is nearing completion with funds for the ninth ship in the FY2016 budget. The 58 unit, 154 foot, 353 ton Webber Class program is well underway with 32 completed, building, or funded. But the Coast Guard is about to start its largest acquisition in history, 25 LCS sized Offshore Patrol Cutters. Unfortunately, it appears that while the first ship will be funded in FY2018 the last will not be completed until at least 2035. This program really needs to be accelerated.
We need an explicit statement from the Navy that they expect the Coast Guard to defend ports against unconventional threats, so that they can keep more forces forward deployed. This is in fact the current reality. The Sea Frontiers are long gone. Navy vessels no longer patrol the US coast. The surface Navy is concentrated in only a handful of ports. No Navy surface combatants are homeported on the East Coast north of the Chesapeake Bay. If a vessel suspected of being under the control of terrorists approaches the US coast the nearest Navy surface vessel may be hundreds of miles away.
We need the Navy to supply the weapons the Coast Guard need to defend ports against unconventional attack using vessels of any size, with a probability approaching 100%. These should include small missile systems like Hellfire or Griffin to stop small, fast, highly maneuverable threats and we need a ship stopper, probably a light weight anti-ship torpedoes that target propellers to stop larger threats. We need these systems on not just the largest cutters, in fact they are needed more by the the smaller cutters that are far more likely to be in a position to make a difference. These include the Webber class and perhaps even the smaller WPBs.
We need to reactivate the Coast Guard’s ASW program and ensure that all the new large cutters (National Security Cutters and Offshore Patrol Cutters) have an ASW capability, if not installed on all of the cutters, at least planned, prototyped, tested, and practiced on a few ships (particularly in the Pacific). The National Security Cutters and the Offshore Patrol Cutters are (or will be) capable of supporting MH-60R ASW helicopters. Adding a towed array like CAPTAS-4 (the basis for the LCS ASW module) orCAPTAS-2 would give them a useful ASW capability that could be used to escort ARGs, fleet train, or high value cargo shipments. Towed arrays might even help catch semi-submersible drug runners in peacetime.
One of three contending designs for the planned 25 Offshore Patrol Cutters.
The Coast Guard is the low end of America’s Naval high-low mix. It is a source of numbers when numbers are needed. The Coast Guard has more assets for low end functions like blockade than the Navy. The Navy has about 105 cruisers, destroyers, LCS, PCs, and is not expected to have more than 125 similar assets for the forseeable future. The Coast Guard has about 165 patrol cutters including 75 patrol boats 87 feet long, about 50 patrol craft 110 to 154 feet in length (58 Webber class WPCs are planned), and about 40 ships 210 foot or larger that can be called on, just as they were during the Vietnam War, when the Coast Guard operated as many as 33 vessels off the coast in support of Operation MarketTime, in spite of the fact that the Navy had almost three times as many surface warships as they do now. The current program of record will provide 34 new generation cutters including nine 4500 ton National Security Cutters and 25 Offshore Patrol Cutters that should be at least 2500 tons.
The Coast Guard provides peacetime maritime security, but is currently under-armed even for this mission. A small investment could make it far more useful in wartime.
(Note here is another post on this looking at the “design” from a Navy point of view.)
Chuck retired from the Coast Guard after 22 years service. Assignments included four ships, Rescue Coordination Center New Orleans, CG HQ, Fleet Training Group San Diego, Naval War College, and Maritime Defense Zone Pacific/Pacific Area Ops/Readiness/Plans. Along the way he became the first Coast Guard officer to complete the Tactical Action Officer (TAO) course and also completed the Naval Control of Shipping course. He has had a life-long interest in naval ships and history. Chuck normally writes for his blog, Chuck Hill’s CG blog.
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This article originally featured on Defencyclopedia and is republished with permission. It may be read in its original form here.
SUMMARY
The best position for a sensor on a ship, is on top of the highest mast. Multiple sensors mean multiple antennas; hence ending up close together. Such an arrangement requires the need to switch one system off before another one can be used. As all sensor systems are installed separately on the ship, and then subsequently integrated and tested, they add considerably to the time and cost required for building a naval vessel.With recent development of integrated masts for warships, gone are the dozens of antennas and sensors found on practically every flat topside surface of a modern naval vessel.
These integrated masts allow the exploitation of modern materials and technology to improve sensor performance and coverage with pre-outfitting, leading to reduced cost of construction due to reduced time overruns. This article, by Commander Nitin Agarwala, who is now a contributing author for Defencyclopedia, explores the developments in integrated mast design for integration of electronic warfare (EW),communication and Radar and their future in warship construction.
INTRODUCTION
How does an antenna become designated for use in navigation, weapon fire control, communications, electronic countermeasures or for any other reason, and ultimately installed on board a Naval surface ship? The answer should be, it’s part of the antenna design procedure. Though the answer is simple, the process is not. There was a time, when this design procedure, referred to as dart-boarding, was based on an educated guess for the most feasible layout of the antennas, followed by experimental verification.
The multiple mast and cluttered antenna layout on a 1970’s era Soviet Kashin class destroyer
As the reliance on electronic systems such as communications, radar,navigation, gunfire control, friend-or-foe identification, electronic countermeasures, and aircraft operations increased, one realized that complex, intricate below-decks electronic equipment was virtually useless unless matched with satisfactory antenna performance. Hence former methods of antenna design and topside arrangements were no longer adequate and dart-boarding disappeared – to be replaced by careful scientific planning. These electronic systems divided the shipboard antennas into three broad groups.
Omni-directional antennas – used mainly for communications, air navigation, and passive reception. These satisfy the need of ships and aircraft to maneuver independently of each other and fixed radio stations.
Directional antennas – used for transmitting and receiving spatially concentrated energy in one direction at a time. These are used for radar, gunfire control, and satellite communication to obtain information about or from remote objects.
Directional antennas – used to determine bearing of incident radiation; and is used primarily for direction finding navigation and Electronic Countermeasures (ECM).
For an operational naval platform, the basic minimum required sensors are communication antennas from HF to UHF, navigation radar, surveillance radar, IFF, Fire Control Radar, ESM, jammers, electro-optical sensor systems and missile up-links.Providing these large number and variety of distinct services on the antenna in the extremely restricted space presents many very-difficult and different problems which do not arise in other technical disciplines.
Clustering of so many antennas in so little space,plus the necessity for simultaneous emission and reception together with the undesirable, but unavoidable, electromagnetic coupling to, and re-radiation from, a host of other shipboard metal objects, results in a most trying system integration problem for the ship. Strenuous efforts must be made to reach a compromise with all competing topside subsystems so as to provide the least degradation in overall performance.
TYPES OF MASTS
To meet the requirement of these sensors, the Naval Architects have hence used
The various types of masts have been a result of changing requirement of the navies and the developing technology used over the years. Of all these masts, a plated mast, even with a higher weight than a lattice mast, is preferred in most cases due to its advantages of lower radar cross-section, improved through life maintenance (due to enclosed structure), lesser vibration and ability to handle larger weight of modern equipment.
Note the blackening of the area around the radars on the mast
The design of the mast however is not limited to just the placement of thesensors.The mast design has a direct bearing on the design of the vessel itself as its weight will impact the stability performance, air resistance will impact the ships speed and the arrangement of the antennae will affect the top side electromagnetic environment and RADHAZ (radiation hazard).
When designing, one needs to structurally integrate the mast to the ship to ensure strength due to both static and dynamic loads (whipping loads due to hull slamming, air resistance, shock), provide access, power and cooling air and study the effect of the heat plume from the exhausts/funnel impinging on the antennae. The picture of HMAS Perth shows the effect of proximity of the smokestack to the masts on the ship.
NEXT GENERATION MASTS
Conventional warship masts are plagued with a variety of downsides which include large amounts of steel making the ship topside heavy resulting into weight penalty, expensive maintenance due to exposed sensors, wooding as a result of sensor / mast interactions, electromagnetic induction due to spurious reflections and poor screening and impingement in return causing a high radar signature. This has led to designers looking at alternatives.
Accordingly in recent years, there has been a significant interest in the concept of composite masts, with a variety of designs being developed. These designs aim to house sensors and antenna within the protection of the mast and use frequency sensitive shielding to allow the sensors to “see” through the mast panel structure thus offering an improved signature and arc of coverage. Such major initiatives are:
A photo of the enclosed hexagonal mast on the USS Radford
The Advanced Enclosed Mast/Sensor (AEM/S) system designed by the US and initiated in 1995 is a hexagonal (used onboard USS Radford DD-968) or an octagonal (used onboard U.S.S. San AntonioLPD-17) structure. It encloses the existing radar and other sensitive equipment,protecting them from the environment thereby reducing maintenance requirements. The lower half of the AEM/S system serves to hold up the top half. The case of the lower half is balsa. An electromagnetic (EM) shield compartment that uses reflecting metallic shielding is included in a portion of the lower half of the mast to meet design requirements. The top half contains a tailored sandwich composite material made up of a foam core, with frequency selective material, as well as structural laminate skins.
An illustration showing the construction of the mastOctagonal Advanced Enclosed Mast/Sensor on USS San Antonio
The Advanced Technology Mast (ATM) designed by the UK, comprises of a steel substructure clad in advanced fibre reinforced plastic (FRP) composite panels,which incorporate radar-absorbing layers. Sensors are installed in interchangeable modules mounted within the cladding. The philosophy of the mast is intended to support future surface warship designs and retrofit to existing ships. The sensors and radio equipment are completely enclosed in the radar reflective mast structures. The masts look like unstayed pole masts with very large rectangular cross-sections, tapering from the base to the top.
A close-up of the Advanced Technology Mast
HMS Ark Royal was fitted with the Advanced Technology Mast
The Integrated mast (I-MAST) designed by Netherlands, is a completely different design approach from the traditional sensor layout. This mast type integrates the sensors into the structure itself. One central mast structure houses the radar, optronic, and communication sensors and antennas as well as all cabinets and peripherals. The Integrated Mast conceptimproves the undesirable situation of having to equip a ship with sensors and antenna after she has been completed in full. In the I-Mast, the mast and the equipment are built and tested while the ship is under construction. When the ship is ready, the mast is put on the ship as a turnkey system. It has a comparatively simple interface to the ship’s power supply, cooling water supply, combat system, and mechanical deck structure, making installation a plug and play operation.
HNLMS Friesland, a patrol ship of the Netherlands Navy has the I-mast 500 integrated mast
The mast itself is a fully air tight module forming part of the ship’s citadel, providing environmental protection against shock, blast, vibration, solar radiation,temperature, uptake efflux, electromagnetic radiation and chemical, biological, radiological or nuclear weapons. An external load-bearing steel structure has been adopted to facilitate the integration of different types of sensors and communications, with equipment arranged over four deck levels (a top deck,upper antenna deck, lower antenna deck and an equipment deck. A shielded duct or “backbone” routes cabling and cooling circuitry up through the centre of the mast to serve individual equipment.
All processing cabinets are sited on the equipment deck. This is also the floor of the mast module and the interface to the ship platform through a single crew entry hatch and two cable entry panels fitted port and starboard. Services routed through these panels comprise water, air, own-ship data, power supplies, monitoring and control, dual communication, video and combat system buses, and auxiliary interfaces
A cut-out shows the sensor layout in the i-MastAn illustration showing the various types of sensors present on the i-Mast 500
SENSORS OF I-MAST
All radars and antennas in an I-Mast not only have a full 360° field of view; they are also developed so as to operate simultaneously without interfering each other.Theseradars are non-rotating, four-faced active phased array radars, which in itself is a major performance enhancement. As the four faces operate simultaneously, the radars achieve four times the time on target achieved by a rotating radar. The surface surveillance radar (Seastar) was developed especially for this purpose and it is capable of detecting and tracking small objects (e.g. divers’ head) between the waves,contributing enormously to situational awareness in littoral environments. The details of the sensors as fitted in an I-Mast are as under:
SeaMaster 400 (also called SMILE) is a non-rotating S-band radar with four faces for air and surface surveillance. It is derived from the proven SMART and APAR radar systems. SM400’s unique concept of multi-beam volume search with four active scanning faces ensures the simultaneous performance of all operational tasks at a high update rate and very low false alarm rate. SM400 also provides helicopter direction and approach capabilities and has three fire control channels. The system’s high number of parallel transmit and receive channels provide a high degree of redundancy.
Seamaster S-band radar
Seawatcher (also called SEASTAR) is a four face non-rotating active phased array X-band radar for naval surface surveillance. The high resolution system automatically detects and tracks asymmetric threats and very small objects such as mines, periscopes. Seawatcher can also be used for helicopter guidance.
Seawatcher X-band radar
Gatekeeper is a 360° panoramic electro-optical surveillance and alerter system based on IR/TV technology. Designed to counter emerging asymmetric threats down to small boats and swimmers, Gatekeeper increases short-range situational awareness in littoral environments.
GatekeeperSATCOM antenna domeA CGI shows the sensors of the I-mast operating together without any blockage of signals
The Integrated Communication Antenna System (ICAS) facilitates the use of standard VHF / UHF communications equipment, is fitted with Link 16 integration, provides excellent transmit/receive isolation, offers estate for auxiliary antennas such as GSM/GPS and is designed for future growth.
Cylindrical IFF array
The non-rotating Identification Friend or Foe (NR IFF) uses a cylindrical array fitted to the top of the structure. It is designed to operate with standard interrogator/transponder systems. It is optimized for operation with a non-rotating primary radar.
NEED FOR AN INTEGRATED MAST
Littoral environments are extremely complex given the high density of natural and man-made clutter, crowded commercial air and sea lanes, vehicle traffic along the coastline, and the effects of anomalous propagation on sensor performance. To further complicate the problem, recent years have seen the emergence of an increasingly“asymmetric” threat set (unmanned air vehicles, fast inshore attack craft, gliders, dinghies, swimmers and mines) that are intrinsically difficult to detect in high clutter backgrounds. To resolve such issues the concept of an integrated mast incorporating the principal surveillance sensors and communication systems has evolved.
By resolving the electromagnetic conflicts and line-of-sight obstructions inherent to traditional topside antenna arrangements, the integrated mast aims at delivering an unobstructed field of view, reduced cross section; ease of electromagnetic friction and to simplify shipboard integration. This in return provides a significant benefit in terms of improved operational performance and availability, shorter shipbuilding time, reduced maintenance requirements and significant savings in below-deck volume.
In an integrated mast various antennae are integrated within the design of the mast itself along with the electronic equipment to be “integrated” in the mast as a single unit. The result is a mast which is a structurally self-supporting module. The integrated mast with its technology of integrated sensor concept delivers huge advantages which are:
Better operational performance
Higher operational availability due to maintenance possible in the protected, sheltered environment of the Mast, meaning that it is no longer necessary to wait for repairs until weather conditions are safe enough
Reduced ship-building time
Reduced maintenance requirements due to non-rotating radars
Enormous savings in below-deck space
Reduced signature / increased arc of coverage
Reduced costs (i) Lower sensor costs due to improved environment(ii) Cheaper maintenance due to lack of corrosion, no re-painting and modular approach
Reduced topside weight / improved stability
Reduced EMI – RAM covered decks
Potential for quick role changes – flexibility, upgradeability
CONCLUSION
Various advanced Mast designs have been produced in the recent past which have been discussed in this paper. All of them have been tested for their structural performance against both environmental and shock loads. One can say with confidence that today the concept of “integrated mast” has become a reality from just a technology demonstration project. Though it is definitely a product which shall become an integral part of the future ship design, however many issues such as the impact of the integrated mast on ship design need to be studied in detail.
One needs to also study issues such as material selection for the mast, access arrangements and structural integration and stability as key aspects among many. Finally the integrated mast designers themselves will continue to be challenged by how to design a mast or series of masts that offer a solution that is sufficiently flexible for fit to a variety of vessel sizes and satisfy differing customer requirements.
Edited by N.R.P
ABOUT THE AUTHOR
Commander (Dr) Nitin Agarwala, a serving Indian Naval Officer commissioned in 1993, is a Naval Architect from Cochin University of Science and Technology and an alumnus of Indian Institute of Technology, Delhi and Kharagpur. The officer has experienced the various facets of a warship as a user, inspector and a maintainer. He is now a part of the design team of naval warships. He has published over 26 papers in various conferences, and journals of national and international repute. His areas of interest are Wave structure interaction problems, Acoustic structure interaction problems, Hydroelasticity related ship structure problems, Corrosion problems associated with ships.
Welcome to part two of the February 2016 members’ roundup. Over the past month CIMSEC members have examined several international maritime security issues, including a rapid increase in naval modernization in the Indian Ocean, China’s recent South China Sea military deployments, challenges within the U.S. defense acquisition program and the evolving China-Taiwan political and security relationship in East Asia.
Beginning the roundup at Popular Mechanics, Kyle Mizokami discusses the U.S. Navy’s interests in the Long Range Anti-Ship Missile (LRASM) and the importance of acquiring the weapon system quickly. Mr. Mizokami explains that the increasing threat of modernized surface fleets with advanced weapon systems, particularly from Russia and China, requires the U.S. Navy to deploy a weapon more capable than the current U.S. Anti-Ship Missile (ASM) – the Harpoon missile. He also outlines technical features of the missile, including its use of Artificial Intelligence, data links, an ability to avoid static threats by use of fluid way points and the platforms that can deploy the weapon system – currently the F/A-18E/F Super Hornet, F-35C, B1 and the U.S. Navy’s standardized Mk.41 Missile Silo.
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Bryan Clark, for the Center for Strategic and Budgetary Assessments, explains that the U.S. Military’s defense requirements need to be balanced with realistic and appropriate budgets and schedules. He highlights that since 1970 major DoD Defense Acquisition Programs have increased in cost from 20-60 percent while new weapon systems are on average fielded 20 percent later than originally planned. Mr. Clark suggests that eliminating overly ambitious requirements for new capabilities is key to reducing acquisition malpractice while the limitations of competition within the defense industry need to be understood to allow for DoD’s buying power to improve.
Entering the Asia-Pacific, Harry Kazianis for The National Interest explains that Washington’s FONOPs in the South China Sea are not intended to halt Chinese dominance in the region, but rather to defend freedom of navigation and maritime legal principles. Mr. Kazianis highlights that regardless of the intent of the operations, China has remained firm on its artificial island construction and militarization in addition to strengthening its security apparatus in the region. This has been evident with the deployment of the HQ-9 air-defense system atop the newly constructed islands and the drastic increase in PLA-N deployments in the region. In a second article at The National Interest, Mr. Kazianis identifies the possibility that China may deploy several of its 24 recently purchased Russian Su-35 fighters to the airfields that have been constructed on these same islands.
Lauren Dickey, for The Council on Foreign Relations, provides the perspective that China’s recent deployment of surface-to-air missile launchers and radar systems to the contested Woody Island not only represents China’s ambitions for challenging U.S. regional presence but also to forward a broader agenda of modernizing the capabilities of the PLA. Ms. Dickey also highlights President Xi’s planned reforms for the PLA likely to result in a leaner, stronger fighting force, an enhanced power projection capability and an increased ability to deter threats along the country’s periphery.
Michal Thim, for The Diplomat, discusses the recent meeting between foreign affairs officials from both the Chinese and Taiwanese government. Mr. Thim explains that these representatives have met before in other unofficial non-governmental forums, but this meeting represents the first time in six decades that officials from the two governments have met in their official capacities. He also notes that although this meeting may reflect a positive change in the dynamic of China-Taiwan relations, significant security tensions still exist between the two countries with the Taiwan Strait missile crisis still fresh in-mind and current Chinese missile deployments near the Taiwan theatre threatening Taiwanese regional defense posture.
To conclude the roundup, Vijay Sakhuja for Nikkei Asian Review discusses the high-tech naval buildup in the Indian Ocean from a regional perspective, focusing on India, Pakistan, Iran, South Africa, Australia and Indonesia. Mr. Sakhuja notes that these powers have been supporting diplomatic multilateral institutions, such as the Indian Rim Association and the Indian Ocean Naval Symposium, to jointly address piracy concerns and to train for potential mine countermeasure operations.
Members at CIMSEC were also active elsewhere during the second part of February:
Shawn VanDiver, for Task and Purpose, discusses the threat climate change poses to U.S. National Security, noting its destabilizing effects in hotspot regions and its resulting security implications for nearby deployed personnel. He also explains how climate change poses a direct threat to the homeland, with increasing sea levels, larger wild fires, longer and more frequent droughts and heating-cooling strains on the domestic power grid.
Robert Farley, for The National Interest, provides an analysis on a recent RAND wargame exercisethat demonstrated NATO’s inability to prevent Russian forces from occupying the Baltic States if it relied only on conventional forces currently available. However, Mr. Farley highlights that NATO’s primary deterrent is not necessarily its ability to counter any initial attack, rather to escalate any notional conflict beyond the parameters of Russian tactical abilities or political will.
Dave Majumdar, for The National Interest, highlights the U.S. Navy’s ‘undersea crisis’ with only 41 attack boats planned to be in active service by 2029 while China plans to have nearly 70. Even more concerning, the article suggests that while Russia and China are both continuing to build the volume of their undersea fleet, Russia has already begun construction on higher-end submarines that pose specific operational issues for the U.S. submarine fleet.
CIMSEC has also recently published a compendium discussing a range of strategies, challenges and policy options concerning Distributed Lethality. You can find a download link for all of the articles here.
At CIMSEC we encourage members to continue writing, either here on CIMSEC or through other means. You can assist us by emailing your works to [email protected].
Sam Cohen is currently studying Honors Specialization Political Science at Western University in Canada. His interests are in the fields of strategic studies and defense policy and management.
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