Category Archives: Capability Analysis

Analyzing Specific Naval and Maritime Platforms

Prospects and Pitfalls for National Defence: Turning the Liberal Party Election Platform into Policy

The following piece is cross-posted from our partners at the CDA Institute. You can read the article in its original form here

CDA Institute Research Fellow Chuck Davies examines some of the challenges facing the new Canadian Liberal government in turning its election platform on defence into government policy.

The Liberal Party election platform outlines a number of policy intents that will clearly shape the new government’s approach over the coming four years. In the section called “Renewing Canada’s Place in the World and Strengthening our Security,” the Liberal platform contains a mix of defence policy, foreign policy, and, to a lesser degree, national security policy promises. It’s an eclectic offering spanning what are actually three very different policy areas that require different approaches to formulating a way ahead.

Defence Policy

Defence policy has a long-​term horizon and defines what defence capabilities the nation intends to acquire, maintain, or divest, and aligns these ends with the necessary ways and means. Decisions taken by past governments have already largely delimited the military options of the new Liberal government, and its decisions will in turn define the military options available to future governments. Consequently, maintaining reasonable stability in defence policy through successive administrations is very much in the nation’s interest.

How a government uses Canada’s military capabilities is not a question of defence policy but rather foreign or national security policy. It is not evident from the Liberal platform that its framers fully understand the differences between them, given the degree of intermixing of commitments across all three policy areas. This illuminates the new government’s first challenge: avoiding policy incoherence, or even contradiction, that may hinder its ability to act confidently and competently on the international stage, or to establish durable national policy directions.

The most obvious example is the commitment to undertake “an open and transparent review process of existing defence capabilities, with the goal of delivering a more effective, better-​equipped military.” While a very laudable and welcome commitment to strategic defence policy renewal, it is unfortunately undermined by other commitments that effectively set arbitrary boundaries, which could make it much less “open and transparent” and may render it un-​strategic.

A mock up of he Canadian variant of Lockheed Martin's F-35 Lightning II.
A mock up of he Canadian variant of Lockheed Martin’s F-35 Lightning II.

Issues include a funding envelope that is predetermined (and unchanged from the previous government’s plan) alongside promises of substantive improvements to the Canadian Armed Forces (CAF). These are to be achieved by freeing up resources through, among other measures, efficiency improvements inside the Department of National Defence and exiting the F-​35 program. However, the chances that adequate financial flexibility can be created in this way are very low. Expectations for substantial savings from an alternative fighter platform are unrealistic, as noted by Richard Shimooka and Jeff Collins – a conclusion supported by Auditor General and Parliamentary Budget Office reviews. It is unfortunate that the Liberal Party did not apply the same costing discipline underpinning these studies when developing its cost-​savings estimate.

Similarly, as I have previously shown, digging measurable savings from the defence budget through internal transformation is a difficult, long-​term, dollar-​by-​dollar process. It won’t generate large sums quickly. Savings can be extracted by the more usual expedient of fiat, but only at the cost of further eroding the ability of National Defence to do its job of generating and sustaining military forces.

A viable answer to the funding-​capability gap does not lie in picking a different fighter aircraft or lopping perceived “tail” off National Defence. It can only be found in a combination of: (a) improving the efficiency with which the government translates “bucks” into “bang” and (b) bringing the government’s appetite for maintaining CAF capabilities into line with the level of stable funding it is prepared to commit.

To the Party’s credit, the Liberal platform does recognize the need to make strategic changes in both areas by committing to a defence policy review and improving defence procurement, but it pins too much hope on quickly finding economies within the existing defence budget to resource new investments. A more realistic approach would involve examining and reforming the Government of Canada’s business model for managing defence capabilities over their full life cycles, including the procurement function,

File Photo Credit: Department of National Defence.

faster” and to have “vigorous Parliamentary oversight” needs a much more concrete action plan if measurable improvements are to be made in defence capability and resource management. Real change will require serious reform of the business fundamentals within the Government of Canada, which can only be done within a sustained, non-​partisan effort by Parliament and, probably, several successive governments.

Conclusion

The Liberal Party platform is, naturally, a political document aimed at marketing the Party to the electorate. It is not a policy document, so it would be unrealistic to expect it to present a clear, well-​defined, strategic framework on these key issues. Nevertheless, it does tell us a lot about how the new government is likely to proceed, and suggests where it may run into some of the same pitfalls its predecessors have encountered.

The platform presumes what are likely unrealistic prospects for quickly finding substantive savings from defence transformation and exiting the F-​35 program. The government will soon run into this reality, and its response promises to reveal a great deal. If it simply extracts savings from other areas of National Defence by fiat, it will be following the traditional practices of most previous governments and Canada’s defence capabilities will continue their steady, slow, largely hidden erosion. If they face the realities and launch a serious defence policy review that results in a more sustainable alignment between defence funding and CAF defence capabilities, they will place the nation on a much improved footing for the future.

A refocus from “hard power” to “soft power” will also need to be carefully watched over time in order to gauge whether it enhances, diminishes, or simply changes Canada’s ability to influence global events. The impact on the CAF will also need to be observed. Mounting and sustaining a larger range of very diverse but smaller non-​combat missions could be either good or bad, or perhaps both or neither, from the point of view of preserving the core capabilities of the nation’s force of last resort.

Finally, the commitment to be better than the Conservatives at managing defence procurement and the wider defence business are unlikely to be realized without a major renewal of key parts of the basic machinery of government. There are no indications that the new Liberal government understands this fact any better than its predecessors. Also, any such renewal is unlikely to be implemented within the mandate of any one government, leaving little incentive to undertake it. Perhaps the best that can be hoped for is that new government starts to set the conditions for Parliament to finally work on the problem.

Colonel Charles Davies (Ret’d) is a CDA Institute Research Fellow and a former Logistics officer who served for four years as the strategic planning director for the Material Group of the Department of National Defence and three years as the senior director responsible for material acquisition and support policy in the department.

From Russia With Love…To Ceuta

This post originally appeared on Common Sense. You may read it in its original form here
By Fernando Betancor
Defense experts on both sides of the Atlantic have expressed concern about the increase in Russian submarine activity in the Atlantic Ocean[1]. Russian patrols have risen by 50% to what one unnamed European diplomat described as “Cold War levels”. Not only the frequency of excursions has increased: the submarines are approaching the United States and Europe in areas with undersea cable routes. The cables are used for communications and internet data transmission; along with the fleet of satellites in low earth orbit, they are the spine of our digital world. The United States and NATO allies still rely on these cables for vital military traffic.
So far, the Russians have not been observed doing anything to the cables. But because of their importance, the presence of the submarines is alarming. The Russian Navy could be identifying the best places to cut the cables in the event of hostilities with the West; it could also be making efforts to tap them as a source of intelligence. Or they may have a different, unguessed purpose that is unrelated to the communications cables. What is certain is that the Russians are not simply passing the time of day; the Russian Navy is executing a mission and that mission somehow involves NATO.
ceuta 1
ntelligence gathering and signals interception remains the most probable activity. It has a long and distinguished history in warfare; the capture of a lost set of Confederate orders allowed General McClellan to bring General Lee’s Army of Northern Virginia to battle in unfavorable circumstances in Sharpsburg, Maryland, leading to an important Union victory in the Civil War. It has become critically important since the widespread adoption of wireless and radio communications during the First and Second World War. Everyone knows that the British built the world’s first computer at Bletchley Park in order to crack the German ENIGMA codes, though the incredible Polish contributions to that effort remain overlooked. The United States had successfully broken Imperial Japanese diplomatic codes prior to Pearl Harbor, and were used to prepare the US Navy for the critical Battle of Midway. The US Navy also pioneered the use of submarines and deep-sea submersibles for intelligence gathering, tapping the unencrypted military communications between the mainland and facilities along the Kurile Islands. We continue to deploy these assets, such as the USS Impeccable.
Assisting the submarines is the Russian Navy’s Oceanographic Research VesselYantar[2]. The Yantar is newly commissioned, having come off the Kaliningrad slips early this year, and has nothing in common with Jacques Cousteau and the Calypso despite its scientific-sounding designation. It is an intelligence platform, operated by the Russian Navy for the Glavnoje Razvedyvatel’noje Upravlenije, or Main Intelligence Directorate. Although less infamous than its sister organization, the KGB (now FSB), the GRU is the larger of the two organizations with six times more foreign agents deployed that the Foreign Directorate of the FSB[3]. The Yantar was tracked by the Department of Defense as it approached and followed the North American coast from Canada down to the Caribbean. The Yantar carries deep-sea submersibles of the same kind the US Navy uses for a similar purpose: finding, tapping and potentially cutting undersea communications cables.
ceuta 2
After its leisurely voyage, including passing the US nuclear submarine base in Kings Bay, Georgia, the Yantar made its way across the Atlantic back towards Europe. On the 19th of October, the spy ship arrived at its destination: the Spanish port of Ceuta[4]. There it received a warm welcome, with a protected berth and round-the-clock security provided by the port authorities. It took on fuel and consumables while its sailors stuffed their gobs with paella and vino tinto while also engaging in the other profligate activities typical of sailors ashore. As comradely a reception as Ivan could have received in Kaliningrad.
But Ceuta is not Kaliningrad. It is a port belonging to a NATO ally. It is strategically located on the North African coast next to the Straits of Gibraltar, one of the busiest maritime transit points in the world. And it is an easy day’s steaming from RN Gibraltar, a port that Royal Navy vessels often visit, as well as the naval station of Rota, a base leased by the US Navy from Spain. That is where the US is basing four Aegis-equipped destroyers as part of the European Phased Adaptive Approach to ballistic missile defense. What in God’s name is a Russian intelligence vessel doing there?
The Yantar visit is not an isolated incident: this year alone there have been 14 port calls by Russian naval vessels to Ceuta and 58 in total since 2010. In August, the diesel attack submarine, RFS Novorossiysk passed three days in the Spanish colony, with Gibraltar well within range of its SS-N-27 “Sizzler” anti-ship missiles. In April, it was the Udaloy-class ASW destroyerSeveromorsk; and in February another ASW frigate, the Yaroslav Mudry. The city fathers are happy to have 2,000 lonely sailors spending their rubles on “shore leave” and local businesses benefit too. Nothing to comment on in normal times; except that we’re not living in normal times. Russian troops are still in Ukraine; NATO aircraft are intercepting Russian bombers over allied airspace; Turkey is reporting violations of its airspace by Russian drones and jets; and we are not sending troops and equipment to Eastern Europe because relations are warm and fuzzy.
ceuta 3
It is long past time the United States took a firmer line with Spain. Spain may be an important ally for us and NATO, with a strategic location and shared interest in the stability of North Africa and the Sahel. It is not a question of gratuitously humiliating or infuriating them. But the US must make it crystal clear to Spain that they must choose their side and stick with their friends. They cannot play both sides: they cannot take American dollars for the use of Rota and Russian rubles for the use of Ceuta. Our concern and extreme displeasure at having half the Russian fleet pass the time of day within a hundred miles of our ballistic missile defense assets must be communicated to the Spanish in no uncertain terms. And the consequences of this perfidious attitude should also be made known – discretely.
Intelligence sharing between the two nations might begin to suffer. The notable successes of Spanish police in intercepting and arresting ETA operatives and potential jihadists in recent years is not due entirely to the keen sense of the beat cops, but to good intelligence and timely cooperation between the Spanish, French and American agencies. If Spain still refuses, the US should consider a relocation of US assets to the Port of Lisbon (USN) and to Beja for the Marine Crisis Response Force – Africa. Both are almost as well situated as the current locations and the Portuguese are not hosting Russian warships.
Unless the US and NATO take firm measure, Spanish will remain indifferent and their “business-as-usual” attitude will continue. It is not only avaricious and in bad faith, it is dangerous to Spain’s own interests. They may come to find, like the Crimeans, Moldovans and others, that once Ivan gets comfortable, he is not an easy houseguest to get rid of. And neither Ceuta nor Melilla are covered by NATO’s Article 5 provision for mutual defense.
Sources and Notes
[1] David E. Sanger and Eric Schmitt, “Russian Ships Near Data Cables Are Too Close for U.S. Comfort,” The New York Times, 25 October 2015
[3] The SVR, Sluzhba vneshney razvedki.

An Update on Narco Submarines and Maritime Law Enforcement Agencies’ Efforts to Thwart Their Operational Effectiveness

This article originally appeared on the Small Wars Journal, and has been republished with permission. You can read it in its original form here

By  Byron Ramirez and Robert Bunker

During recent months, media outlets have dedicated special coverage to the latest narco submarine seizures carried out by the U.S. Coast Guard and other partner agencies.  In our 2015 Foreign Military Studies Office report, Narco-Submarines: Specially Fabricated Vessels Used for Drug Smuggling Purposes, we discussed the strategic implications associated with this innovative method of transporting narcotics. We explained that narco submarines originated in the early 1990s and have been used since then as an alternative to other less covert methods of distribution. Over time, narco submarines’ design, features, and technical capabilities have continued to evolve. This advancement in technology has certainly presented challenges to law enforcement authorities and militaries. Nonetheless, in spite of the evolution of narco submarine technology, the U.S. Coast Guard and U.S. Navy have developed their own sophisticated set of technologies which allows them to improve their ability to detect and capture these vessels.

Who: Drug cartels, especially many based in Colombia, manufacture narco submarines.

What: Narco submarines are used to transport narcotics from Colombia to other countries in Central America as well as Mexico.

When: This method of distributing narcotics became more prominent around the year 2006. A larger number of narco submarines have been seized since around 2007, mostly in the Pacific Ocean, with a smaller number in the Caribbean Sea. [1]

Where: Drug traffickers have used mostly low profile vessels (LPVs) to transport narcotics from Western Colombia and Northwest Ecuador to Central America, frequently via the Pacific Ocean. The majority of these vessels travel past Panama, Costa Rica, and Nicaragua, and often are intended to reach other countries in Central America as well as Mexico, where their merchandise is then collected and re-routed to other destinations via other delivery methods.

Why: Because of their technical features and low profile design characteristics, narco submarines allow drug traffickers to reduce the risk of detection and seizure. Although there have been several confiscations, it is believed that many of these vessels continue to travel undetected and ultimately reach their intended destinations.

Synopsis

Incident 1: On June 2, 2015, the USS Kauffman [FFG-59] seized 582 kg. of cocaine from an Ecuadorean semi-submersible that was traveling in the Pacific Ocean. The vessel was intercepted near Guatemala. The three crewmen included two Ecuadoreans and one Colombian. [2] A later article placed the seizure at 779 kg with a street value of USD$15.5 million. [3] 

Incident 2: On July 19, 2015, the U.S. Coast Guard Cutter Stratton [WMSL 752] intercepted and captured a 40 foot long, semi-submersible, low profile vessel in the Pacific Ocean which carried more than 16,000 pounds (over 6 tons) of cocaine.  According to reports, the seized narcotics are worth more than USD$180 million wholesale. This represented the largest seizure of its kind in U.S. Coast Guard history at the time. The vessel was detected by U.S. Navy maritime patrol aircraft in international waters about 200 miles south of Mexico. CBS reports that the same U.S. Coast Guard crew which intercepted this vessel has also intercepted 15 other drug smuggling vessels since April 2015, and has seized over 33,000 pounds of cocaine worth over USD$540 million since May 2015. [4]

A Coast Guard Cutter Stratton boarding team seizes cocaine bales from a self-propelled semi-submersible interdicted in international waters off the coast of Central America, July 19, 2015. The Coast Guard recovered more than 6 tons of cocaine from the 40-foot vessel. (Coast Guard photo courtesy of Petty Officer 2nd Class LaNola Stone)

A Coast Guard Cutter Stratton boarding team seizes cocaine bales from a self-propelled semi-submersible interdicted in international waters off the coast of Central America, July 19, 2015. The Coast Guard recovered more than 6 tons of cocaine from the 40-foot vessel. (Coast Guard photo courtesy of Petty Officer 2nd Class LaNola Stone)

[FOR PUBLIC RELEASE]

9 July 2015 Seizure of Narco Submarine U.S. Coast Guard Image from Video [FOR PUBLIC RELEASE] U.S. Agencies Stop Semi-Submersible, Seize 12,000 Pounds of Cocaine 94th Airlift Wing, U.S. Coast Guard Pacific Area. DVIDS/DMA, 19 July 2015.
9 July 2015 Seizure of Narco Submarine U.S. Coast Guard Image from Video
[FOR PUBLIC RELEASE] U.S. Agencies Stop Semi-Submersible, Seize 12,000 Pounds of Cocaine 94th Airlift Wing, U.S. Coast Guard Pacific Area. DVIDS/DMA, 19 July 2015.
See the 3:31 Minute Coast Guard Video of this Incident

With respect to this same narco submarine seizure, The Washington Times [5] reported:

“Our extremely efficient and experienced aircrews are fully engaged in protecting the United States’ maritime borders from all threats including those posed by drug trafficking organizations,” said Director of National Air Security Operations Center — Jacksonville Robert Blanchard. “Our collaborative interagency partnerships and long-range tracking capabilities allow us to interdict dangerous vessels before they reach our coastal borders.”

Meanwhile, The Washington Post [6] stated:

“The July effort (interdiction) marked the second time that the (U.S. Coast Guard Cutter) Stratton had stopped this type of narco-submarine in a two-month span. In June, the Stratton crew also stopped a submersible carrying 5,460 pounds of cocaine.”

Taking part in this July 19 interdiction was the U.S. Navy, U.S. Coast Guard, and the U.S. Customs and Border Protection (CBP) Office of Air and Marine (AMO). This joint operation off the coast of El Salvador shows the collaboration taking place across agencies to thwart drug trafficking operations. [7]

Incident 3: On August 31, 2015, the U.S. Coast Guard seized yet another semi-submersible in the eastern Pacific Ocean. This particular seizure by the USCG Bertholf [WMSL 750] represented nearly 15,000 pounds of cocaine. The vessel was 50 feet long and carried a 4 person crew. It is estimated that the value of this shipment, which was captured west of Mexico, is approximately USD$227 million. The vessel was spotted by U.S. maritime patrol aircraft and intercepted by two long-range U.S. Coast Guard interceptor boats. [8]

A Coast Guard Cutter Bertholf boarding team aboard an Over the Horizon Long-Range Interceptor boat approaches a self-propelled semi-submersible vessel suspected of smuggling 7.5 tons of cocaine in the Eastern Pacific Ocean, Aug. 31, 2015. The seized contraband is worth an estimated $227 million. (U.S. Coast Guard photo)
A Coast Guard Cutter Bertholf boarding team aboard an Over the Horizon Long-Range Interceptor boat approaches a self-propelled semi-submersible vessel suspected of smuggling 7.5 tons of cocaine in the Eastern Pacific Ocean, Aug. 31, 2015. The seized contraband is worth an estimated $227 million. (U.S. Coast Guard photo)

[FOR PUBLIC RELEASE]

31 August 2015 Seizure of Narco Submarine U.S. Coast Guard Photo
31 August 2015 Seizure of Narco Submarine U.S. Coast Guard Photo

[FOR PUBLIC RELEASE]

Incident 4: In September 2015, Colombia’s navy captured a semi-submersible that was being prepared to be launched into the Pacific Ocean. According to the official report, the vessel was 12 meters long, 3 meters wide, and could carry 5 tons of narcotics. It is believed that this vessel was built by FARC in the southwestern region of Colombia. [9]

Analysis

As we indicated in our 2015 FMSO report, low profile vessels can mask their heat signature, evade sonar and radar, and use lead siding to help mask their infrared signature. These particular technical aspects make their detection and capture exceedingly difficult and have forced law enforcement authorities to design their own technology and methods that counteract this technological race.

The U.S. Coast Guard has increased its technological capabilities as it attempts to intercept drug running vessels in both the Gulf of Mexico and in the Pacific Ocean. The Coast Guard is collaborating with the U.S. Navy and other agencies as well as utilizing military surveillance aircraft and nuclear fast attack submarines to search for narcotics carrying vessels. The Coast Guard has also been using HC-130 Hercules aircraft which provide surveillance and tracking of drug trafficking vessels in the Pacific Ocean. [10]

The U.S. is also working through the Joint Interagency Task Force (JIATF) South, a component of SOUTHCOM composed of multiple federal and partner nation agencies and military forces. Together, these agencies carry out detection and monitoring operations and share information that supports law enforcement interdictions of illicit trafficking. [11]

It is difficult to determine how many drug carrying vessels are currently being deployed and which specific routes they are using. Drug traffickers realize that there are risks involved with these operations, yet they consider captured vessels as a cost of doing business. In spite of the interdictions to date, we can suppose that drug traffickers continue to use this transportation and delivery method as it continues to yield high profits even when seizures are factored into the cost-benefit analysis.

The efforts carried out by the Joint Interagency Task Force (JIATF) South, including the U.S. Coast Guard and the U.S. Navy, must continue to reconcile the complexity of the challenges presented by evolving narco submarine technology and the ingenuity of drug trafficking organizations.

Collaboration and communication between law enforcement agencies and militaries are imperative to improving the efficiency and effectiveness of ongoing interdiction efforts. Although detection and monitoring technology have improved, this alone is not sufficient. In order to more accurately disrupt drug trafficking operations, governments and their law enforcement agencies must improve their exchange of intelligence and share best practices that enable them to adjust to the dynamic counter actions introduced by drug traffickers.   

Sources

[1] Byron Ramirez, and Robert J. Bunker, Narco-Submarines: Specially Fabricated Vessels Used For Drug Smuggling Purposes. Fort Leavenworth, KS: U.S. Army Foreign Military Studies Office (FMSO), 2015, http://fmso.leavenworth.army.mil/Collaboration/Interagency/Narco-Submarines.pdf

[2] Lic. Marco Proaño, “Embarcación ecuatoriana fue capturada con 582 Kg de droga.” Armada del Ecuador. 15 June 2015, http://www.armada.mil.ec/embarcacion-ecuatoriana-fue-capturada-con-582-kg-de-droga/

[3] “USS Kauffman Finds 775 Kg of Cocaine in the Eastern Pacific.”  Naval Today. 8 July 2015,http://navaltoday.com/2015/07/08/uss-kauffman-finds-775-kg-of-cocaine-in-the-eastern-pacific/

[4] “Alameda Coast Guard Crew Seizes Narco-Submarine Carrying 8 Tons Of Cocaine.” CBS San Francisco. 5 August 2015, http://sanfrancisco.cbslocal.com/2015/08/05/alameda-coast-guard-crew-seizes-8-tons-of-cocaine-from-narco-submarine/

[5] Douglas Ernst, “‘Narco-submarine’ with 8 tons of cocaine seized by U.S. off in the eastern Pacific Ocean.” Washington Times. 23 July 2015,http://www.washingtontimes.com/news/2015/jul/23/narco-submarine-8-tons-cocaine-seized-us-coast-el-/

[6] Sarah Larimer, “Why the Coast Guard calls narco-submarines the ‘white buffalo’ of the seas.” The Washington Post. 10 August 2015, http://www.washingtonpost.com/news/morning-mix/wp/2015/08/10/why-the-coast-guard-calls-narco-submarines-the-white-buffalo-of-the-seas/

[7] Amanda Macias, “US authorities seize a ‘narco-submarine’ filled with 8 tons of cocaine.” Business Insider. 23 July 2015, http://www.businessinsider.com/narco-submarine-with-8-tons-of-cocaine-2015-7

[8] Kirk Moore, “Coast Guard busts another narco sub.” Work Boat. 24 September 2015,http://www.workboat.com/news-feed/2015/coast-guard-busts-another-narco-sub

[9] “Al sur de Colombia incautan un ‘narcosubmarino’ en construcción.” El Comercio. 24 September 2015,  http://www.elcomercio.com/actualidad/colombia-incautan-narcosubmarino-construccion-ecuador.html

[10] United States Coast Guard – Office of Aviation Services. 1 January 2014,http://www.uscg.mil/hq/cg7/cg711/c130h.asp

[11] Evan Munsing and Christopher J. Lamb, Joint Interagency Task Force–South: The Best Known, Least Understood Interagency Success. Strategic Perspectives 5. Washington, DC, Center for Strategic Research – Institute for National Strategic Studies – National Defense University, June 2011,http://ndupress.ndu.edu/Portals/68/Documents/stratperspective/inss/Strategic-Perspectives-5.pdf

Dr. Byron Ramirez is a researcher and analyst who specializes in international political and economic affairs.  He completed his PhD in Economics and Political Science at Claremont Graduate University and holds an MA in Economics, a MS in Management, and an MBA.  His areas of research include geopolitics, international affairs, globalization, economic and social development, and illicit economies. His most recent publication is the co-edited work Narco-Submarines Specially Fabricated Vessels Used For Drug Smuggling Purposes. Fort Leavenworth, KS: U.S. Army Foreign Military Studies Office.

Dr. Robert J. Bunker is an Adjunct Research Professor, Strategic Studies Institute, US Army War College and Adjunct Faculty, Division of Politics and Economics, Claremont Graduate University. He holds university degrees in political science, government, social science, anthropology-geography, behavioral science, and history and has undertaken hundreds of hours of counterterrorism training. Past professional associations include Distinguished Visiting Professor and Minerva Chair at the Strategic Studies Institute, U.S. Army War College; Futurist in Residence, Training and Development Division, Behavioral Science Unit, Federal Bureau of Investigation Academy, Quantico, VA; Staff Member (Consultant), Counter-OPFOR Program, National Law Enforcement and Corrections Technology Center-West; and Adjunct Faculty, National Security Studies M.A. Program and Political Science Department, California State University, San Bernardino, CA. Dr. Bunker has hundreds of publications including Studies in Gangs and Cartels, with John Sullivan (Routledge, 2013),  Red Teams and Counterterrorism Training, with Stephen Sloan (University of Oklahoma, 2011), and edited works, including Global Criminal and Sovereign Free Economies and the Demise of the Western Democracies: Dark Renaissance (Routledge, 2014), co-edited with Pamela Ligouri Bunker; Criminal Insurgencies in Mexico and the Americas: The Gangs and Cartels Wage War (Routledge, 2012); Narcos Over the Border: Gangs, Cartels and Mercenaries (Routledge, 2011); Criminal-States and Criminal-Soldiers (Routledge, 2008); Networks, Terrorism and Global Insurgency(Routledge, 2005); and Non-State Threats and Future Wars (Routledge, 2002).

Featured Image: A Coast Guard Cutter Bertholf boarding team aboard an Over the Horizon Long-Range Interceptor boat approaches a self-propelled semi-submersible vessel suspected of smuggling 7.5 tons of cocaine in the Eastern Pacific Ocean, Aug. 31, 2015. The seized contraband is worth an estimated $227 million. (U.S. Coast Guard photo)

THE U.S. NAVY’S SELF-IMPOSED BLOCKADE

By Noel Williams

This article originally featured on War on the Rocks. You can read it in its original form here

The U.S. Navy is confined to a narrow intellectual roadstead, effectively corralled in its thinking and investment decisions by the three horsemen of budget constraints, bureaucratic sclerosis, and constricting congressional mandates. The current received wisdom of the institution judges that inadequate resources for shipbuilding, coupled with a ponderous acquisition process and regulatory constraints, such as the requirement to maintain 11 aircraft carriers, means it is not possible to build a new ship or redesign our fleet architecture — or even think about doing so. The “smart” thinking is that the only way forward is to simply repeat improved versions of existing platforms — destroyers, littoral combat ships, aircraft carriers — and perhaps even rename and re-categorize a few. Regrettably, our adversaries are not similarly encumbered in their thinking, and this simple systemic asymmetry between our calcified bureaucracy and their capacity for innovation means we are effectively ceding the field, or ocean, to future adversaries. It is “baked in” that we will lose the next big naval contest if we maintain our current heading.

Given the seriousness of the circumstances, we should be working overtime to change this disastrous course and start thinking again about fleet and ship design, even if today’s resources don’t allow full implementation of the new fleet architecture and the ships we may envision. There is a benefit to having a plan, even if current circumstances militate against its full implementation.

Read the rest here.