Category Archives: Europe

Analysis related to USEUCOM

Look to the Brits for the Keys to a Successful Offset Strategy

A Geographic Rebalance, Technology, and Diplomacy Must Be Used Together

The challenges of the 2nd decade of the 21st century call for another phase in “strategic asymmetry” in order to preserve the security of the United States’ global strategic interests. The two versions of the successful Cold War Containment strategy; the “New Look” and “Flexible Response” appear on the surface to be completely different approaches. The first advocated reliance on the threat of nuclear war to deter aggressive action by the Soviet Union. The second advanced a graduated series of steps to meet the global Communist threat of which nuclear war was one component and precision-guided munitions one supporting pillar. Both however were committed to deterring nuclear war, maintaining global U.S. strategic interests, and preventing the further spread of the Communist ideology. Each too was relatively well-endowed with financial support from a U.S. government that stood at the military, political, and economic apex of a world otherwise devastated by the effects of two massive global conflicts and associated revolutions and chaos.

Unlike the Cold War period, the present United States cannot exercise the same dominance in all three disciplines of global power. The nation is in a period of relative decline. Many Eurasian nations have recovered from the effects of the conflicts of the 20th century and have assumed positions of global economic, political and in some cases military power. It is a situation similar to the situation challenging the last great liberal democratic power at the dawn of the 20th century.

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British Empire 1903

The present U.S. situation is very similar to that of Great Britain at the end of the 19th century. The British faced many challenges to their economic and maritime supremacy. France recovered from multiple Napoleonic disasters and built a rival colonial empire; Japan emerged from centuries of isolation to compete for dominance of the Western Pacific; Germany and Russia tried to develop “webbed feet” and associated maritime ambitions; and the United States turned its energies from “winning the west” to winning the game of global economic competition. Furthermore, the “moral authority” the British had enjoyed relative to much of the rest of the world had been sullied to a degree by atrocities committed by British forces during the 1899-1901 Boer War against Dutch settlers in South Africa. That conflict also had significant financial costs that competed against those of the Royal Navy (RN), the British nation’s traditional strategic guardian, as well as those of a rising welfare state.

The United States confronts a similar scenario. Its traditional Eurasian allies have recovered from the effects of World War II and the Cold War and are now sometimes economic and political rivals. The Russian state born from the wreckage of the Soviet Union now maneuvers to regain lost territory and advantage. China has emerged as the principal U.S. economic competitor and also has maritime ambitions. The moral authority of the United States is now in question, like post-Boer War Britain, after questionable counter-insurgency conflicts in Southwest Asia and a global internet monitoring effort conducted by the National Security Agency (NSA). The wars of the last decade drew money away from efforts to maintain and improve U.S. naval and air forces. The U.S. military also competes with an expanding U.S. welfare state.

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The British Grand Fleet

The British solution to their own period of relative decline (well detailed in Aaron Freidberg’s book The Weary Titan) is best described in three steps. British statesmen and military leaders first examined the strategic geography of the British Empire in detail and made a frank assessment of the relative importance of its physical, economic, political, and military components. They conducted a global reduction and re-balance of British naval and military assets that reflected the updated strategic geographic assessment and their own financial limitations. Finally, the British sought accords (both official and unspoken) with a number of nations to implement the new strategic geography. They came to agreements with the French and the Russians on a series of long-simmering colonial competitions, and they signed an alliance with the Japanese in order to secure their Pacific trade lines and possessions. They also accepted the peaceful rise of the United States, a “daughter” liberal democratic power, to its eventual position of leading economic power by 1914 to buttress their own economic system. The end product was a British Empire and associated armed forces better prepared to confront the changing and more volatile 20th century. Britain survived two devastating world wars and although much of its physical empire and supporting military and naval forces declined, that change was demanded and conducted by the British public under far better circumstances than would have occurred in the wake of a military defeat.

There are of course significant risks involved in such a radical re-balancing of forces. Britain’s physical retreat from the Americas and the Pacific in the face of rising American and Japanese power likely pushed the dominions of Canada, Australia, and New Zealand away from direct British influence. British leaders in the late 1920’s, allowed the strength of the British armed forces, especially the Royal Navy to significantly degrade to the point that Britain could no longer provide an effective defense of its Asian possessions. The loss of Singapore and the sinking of HMS Prince of Wales and HMS Repulse was the culmination of 25 years of poor strategic planning. It also wrecked British prestige and was a significant tipping point in the drive for Indian independence and the end of the physical British Empire.

The United States should undertake a similar realistic assessment of its global strategic position. Such a review would include not only land and maritime physical spaces, but also air, space and cyberspace “geography” which equally impact U.S. interests. This review must not be confined to mere budgetary and defense program appraisal, but must carefully examine the nation’s long-term interests. It must determine the most significant threats to the republic, and re-balance naval and military forces within budgetary limits to better confront those perils. Those forces must be both suitable for the geographic areas they defend, highly mobile and able to operationally and strategically re-position as circumstances dictate. While the present threat from both national and non-state actors is complex, some positive changes have taken place in recent years. For the first time since 1942, the United States does not face the threat of an immediate ground war other than on the Korean peninsula. The United States however cannot execute overly draconian cuts and still expect to exercise significant global influence. Some balance must be struck between the needs of the expanding U.S. welfare state, and the military forces that guard its very existence.

Finally, the United States should seek solutions to disagreements with nations and/or non-state actors whose intents and actions do not directly threaten U.S. global interest. The United States should also seek close association with present and rising states that share similar interests, since there is no “heir apparent” waiting to support and perhaps supersede the United States in its role as the defender of traditional liberal values as it was for Great Britain. One potential liberal democratic understudy is India, but other candidates may emerge. Although a rising power with aspirations toward greatness, China cannot be considered as a candidate to replace the United States as guarantor and support of the liberal capitalist system that sustains the global economy. Although perhaps no longer a full-fledged communist nation, China remains an authoritarian corporate state that continues to stifle free speech and expression. China, despite a generally warm welcome in the world economic community has instead chosen to bully its economic partners by needlessly antagonizing its neighbors and contributing to rising instability in East Asia.

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US Surface Combatants At Sea

Like Great Britain, the United States can confront challenges to its global interests through an aggressive self-assessment of its strategic goals and means to which they can be accomplished. Unmanned systems, organized in support of traditional manned combat formations in a “Manned and Unmanned” battle concept, offer the United States and Western powers an offensive edge against robust Anti Access/Area Denial (A2/AD) systems. Unmanned systems, however, represent only one component of a greater post-Post Cold War U.S. grand strategy. A technological “offset” alone is insufficient given the expanding threat level that presently confronts U.S. decision-makers. Technological solutions will likely come from civilian industrial sources and be readily duplicated by potential adversaries. Framing the concept of a future grand strategy through unmanned systems, geographic military rebalance, prioritization of threats and movement to accommodate non-threatening, but distracting disputes with others represent the conditions for a successful response to the emerging strategic environment. The United States can still field a capable military force with global reach for a reasonable cost by undertaking such a broad strategic review.

Steve Wills is a retired surface warfare officer and a PhD student in military history at Ohio University. His focus areas are modern U.S. naval and military reorganization efforts and British naval strategy and policy from 1889-1941. He posts here at CIMSEC, sailorbob.com and at informationdissemination.org under the pen name of “Lazarus”.

Terrorists, Tyrants, and Tobacco: How the Illicit Cigarette Trade Fuels Instability in the Middle East

This article is part of our “Border Control Week”

The sea is the circulatory system of the world economy, through which the economic blood of trade, ideas, and information flows.  At odds with this healthy economic lifeblood are the pathogens of theft, corruption, and illicit trafficking.  In addition to patently illegal contraband, such as narcotics and weapons, numerous illicit goods move through the maritime transportation system, avoiding taxes and undermining legitimate trade.  Tobacco is one of the most commonly smuggled illicit goods around the world.  The commodity moves in multiple directions, sometimes both to and from the same countries, making it challenging to understand the traffic flow.  Specifically, the distribution of substandard, untaxed cigarettes through the Eastern Mediterranean involves a complex criminal network of producers, smugglers, and dealers and benefits nefarious actors across the Levant.

Turkish Coast Guard Offshore Patrol Vessel SG-701 Dost (image courtesy Turkish Coast Guard Command)
Turkish Coast Guard Offshore Patrol Vessel SG-701 Dost (image courtesy Turkish Coast Guard Command)

These substandard cigarettes are often cheaply made in Eastern Europe, circumventing European Union safety regulations.  Brands such Prestige and Victory are packed aboard container ships in Bulgaria which move through the Black Sea, then into the Aegean via the Bosporus Strait.  From there, some of the contraband shipments make their way to Syria, while others continue down to the Red Sea and around to the Persian Gulf.  The Gulf-bound cigarettes likely continue into Iraq and Turkey.  In the Eastern Med, many are offloaded at the Syrian port of Latakia.  The cigarette distribution network in Western Syria is controlled by and benefits the Assad family while bypassing various international sanctions against the authoritarian regime.

Upon arrival from sea at the port of Latakia, cigarettes move through a series of storage warehouses and distribution points from Assad-controlled coastal regions of western Syria into transshipment points near the Turkish border that are sometimes controlled by smugglers aligned with the Islamic State of Syria and the Levant (ISIL).  The cheap cigarettes are sold at a premium price in Syria and also smuggled across several border points into Southern Turkey. In a typical display of jihadist hypocrisy, ISIL has publicly burned shipments of cigarettes to enforce Sharia while continuing to profit from their smuggling into Turkey.  The product and profit not only support ISIL and their organized crime network, but other Al-Qaeda affiliates and foreign fighters drawn to the region.  The illicit tobacco trade is an instrumental part of their funding portfolio, which also includes weapons trafficking, and sale of stolen oil.

Disrupting a trade that crosses multiple sea and land borders (some of which are in war-torn countries) is challenging to say the least.  Law enforcement and military organizations are incentivized to ignore or take action against illicit smuggling networks for various reasons.  Clearly, customs officials in more than one jurisdiction are complicit in looking the other way or even facilitating these illegal cigarette shipments that contribute to instability in the Middle East.  On the other hand, one of the more active maritime law enforcement authorities in combating the illicit tobacco trade is Turkey’s Coast Guard.  In 2013, the organization seized 177,420 packs of cigarettes, down from over half a million in 2012.  The organization’s deployments in the Bosphorus Strait and along the Eastern Mediterranean coastline place it in a strategic position to combat shipments moving towards Syria.

Contraband cigarettes seized in August 2014 at Thessaloniki. (image courtesy of Hellenic Coast Guard).
Contraband cigarettes seized in August 2014 at Thessaloniki. (image courtesy of Hellenic Coast Guard).

Another regional player with a demonstrated a propensity to disrupt the illicit tobacco trade is the Hellenic Coast Guard.  The agency recently arrested two smugglers and seized a container full of nearly nine million contraband cigarettes at the port of Thessaloniki.  Interdicting a cargo ship at sea to find a contraband cargo in one or more specific containers is extremely difficult from a tactical perspective and often unsuccessful.  But intelligence sharing can assist in narrowing down the search and aiding in the removal of suspect containers as the ships make port while not disrupting the flow of legal cargo.  Additional cooperation between intelligence services, private companies, and maritime law enforcement will erode the illicit cigarette trade, and reduce the profits supporting the region’s bad actors.

Chris Rawley is a Commander in the U.S. Navy Reserve with experience in maritime interdiction and counter-smuggling at the tactical and operational levels.   The opinions and views expressed in this post are those of the author alone and are presented in his personal capacity. They do not necessarily represent the views of the U.S. Department of Defense or any of its agencies.

No Money Back? History Lessons on the Russia MISTRAL Sale

Is there a case for historical analogies and the use of military history for contemporary decision-making? Are we just marking the centenary of World War One or, a hundred years on, are we going back to the future? Like others I acknowledge the value of history as a frame of reference, but I try to avoid (too close) analogies. Especially with World War One. Inconveniently, on 17 July 2014, Russian separatists in Ukraine shot down an innocent passenger aircraft killing 298 passengers and crew. Russia’s international credentials headed south, but questions remained also with regards to Ukraine’s role in this sorry episode. As recriminations were flying back and forth I felt reminded of the sinking in 1915 of the British liner LUSITANIA by the German submarine U-20. Then, 159 (neutral) American passengers were killed (out of a total of 1,198 casualties); the episode caused irreparable damage to Germany’s reputation and international relations in World War One.

And there I was. I suppose you can find such analogies everywhere, if you cast your net wide enough. But as the discussion flared up again about the sale to Russia of two MISTRAL-class amphibious assault ships (BPC-210 class) by France, I really had the impression that we have been there before in some way or another. One of the vessels (the VLADIVOSTOK) has already paid for and France is in a quandary whether or not to deliver the ship to Russia, a country against which the EU has by now imposed wide-ranging sanctions. Reversing the German government’s tacit approval of Paris’s sale of the ships to Russia, some German politicians have now suggested that instead the EU should step into the contract and buy the ships. France argues the crews have already arrived in France for familiarisation and France cannot back out of the contract.

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BPC-210 type amphibious assault ship VLADIVOSTOK fitting out at DCSN in St Nazaire, January 2014. (Photo: G Plagué, Shipspotting)

Rewind 100 years: on 2 August 1914 the Ottoman Empire ratified an alliance with the German Empire setting in motion a chain of events whose effects can still be felt today. This step had not been entirely unavoidable for the Entente powers. Unfortunately, the government in Istanbul had placed orders for two dreadnoughts with British shipyards (or rather: it had taken over a Brazilian contract in one case), one in 1911 and the other in 1913 (as well as one in 1914, but work never began on that order). As war loomed large the British government, at the behest of the First Lord of the Admiralty Sir Winston S Churchill, pre-emptively seized the two Ottoman battleships named Sultan Osman-ı Evvel and the Reşadiye after having stalled delivery of the already completed SULTAN OSMAN-I EVVEL for several weeks. The Admiralty offered a fixed payment per day for their usage in war, but this did not mollify the Ottoman government or public. The situation then was, of course, quite different from that of today, since France and Russia are not as war (as the British and Ottoman Empire would soon be after this episode), but the vignette offers a nice object lesson on the diplomatic and strategic reverberations of the cancellation of a major weapons deal in times of heightened tension.

The cancellation of the dreadnoughts’ delivery to the Ottoman Navy pushed Istanbul into the arms of the Central Powers. It also gave the Germans the opportunity to leverage the political and strategic impact of two vessels – the battlecruiser GOEBEN and the light cruiser BRESLAU – that were effectively bottled up inside the Mediterranean. Both ships were sent to the Ottoman Empire, which conveniently “purchased” the vessels as a replacement for the two dreadnoughts on 16 August 1914. However, these two ships were never an adequate replacement for the two heavy dreadnoughts kept by the British. It was only luck and the early demise of Czarist Russia that that prevented the small flotilla from being swept up in the Black Sea by the much bigger Russian dreadnoughts (IMPERATICA MARIJA class) that came into service in the course of the war. The Ottoman Empire also never fully recovered from the loss of her best naval crews that had been interned in Britain, even though the German crews expended much energy on training their Ottoman allies. In this respect, seizing the two vessels made a difference in the balance of power, though one that the Entente was never able to capitalise upon. Ultimately, Russia’s demise was also a result of the Entente’s inability to control the Bosporus.

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Battleship SULTAN OSMAN I fitting out at Armstrong in Newcastle upon Tyne, ca. 1913. (Photo: Wikimedia Commons)

Acquiring the two Ottoman dreadnoughts in 1914 was a double edged sword for the Royal Navy. Although it increased the fleet size by two very powerful ships, those never quite fit into the fleet due to the different specifications to which they were built. Agincourt – originally a Brazilian prestige project, failed to impress Admiral John Jellicoe to the point that he initially refused to accept the ship into the Grand Fleet. The ship also required modifications, such as a conversion of the lavatories or addition (in the course of the war) of a better fire control system. The Royal Navy’s lack of enthusiasm for the two gift horses became apparent after the war, when Agincourt and Erin were the most modern major surface combatants to be scrapped in 1922 in order for Britain to meet her obligations under the Washington Naval treaty.

So what is to be done about the MISTRALs due to be delivered to Russia? Just like the dreadnoughts would have been valuable to Ottoman sea control in the Black Sea, the MISTRALs would be just the tool for Russia’s new “ambiguous warfare” and a valuable addition to re-asserting its sea control over the Black Sea rim, as Felix Seidler has argued in a recent post here. Indeed, his suspicion that at least one of the ships would be deployed to the Black Sea, rather than the Pacific, was borne out by a statement made by the Russian Navy on 27 July 2014, stating that one vessel would be based in Sevastopol. Indeed, not just as a C2 platform, but also as a floating base for special operations the MISTRALs would add very convenient capability given Russia’s current security environment and concept of operations in the Black Sea region.

As the Agincourt example shows, purchasing the ships brings its unique set of problems. Beyond the issue of technical integration into western forces, there is Russia’s political response to consider, which includes the small matter of Europe’s (especially Germany’s) dependence on Russian natural gas. The cancellation of the MISTRAL deal (technically only possible if the EU imposes level 3 sanctions) might just be enough to push Russia into retaliating with the “energy weapon”, something that might make even the most vocal German politician pause. France, however, is largely immune to this threat and has little to lose except its credibility as a weapons supplier and the loss of revenue from future arms deals with Russia.

France already has experience with having paid-for warships and problematic (embargoed) customers on her hands. In 1969 the Israelis recovered five Sa’ar 3 guided missile boats that had already been paid for from a French yard after the French had refused to hand them over. This was a somewhat offbeat example of how to resolve such a matter. After the French government under Charles de Gaulle imposed an arms embargo on Israel in 1968, the boats were sold to a mysterious Panamanian-based Norwegian firm which was of course a front for the Israelis. There is some controversy, but it appears that French intelligence was forewarned about Israeli intention to liberate the vessels. So was the shipbuilding supervisor, Felix Amiot, who was later blamed for his part in the affair, but vigorously defended himself by saying “Security is not my problem. My job was to build ships. I got along very well with the Israelis, but as far as I know that is not a crime.” Ironically, Amiot’s shipyard had won the contract largely because it was able to deliver a German-design, which the Germans themselves could not deliver to Israel in the first place due to their restrictive arms export policy. On the morning of Christmas Day 1969 the five boats surreptitiously left Cherbourg and began their transit to Israel. There was some faked outrage, but neither French Mirages who overflew the boats nor Russian, British or American warships engaged the unarmed missile boats on their way.

Two completed Israeli Sa’ar 3 “patrol” boats in Cherbourg in 1969, less their weapons. (Photo credit: forum.valka.cz; photo source: unknown)
Two completed Israeli Sa’ar 3 “patrol” boats in Cherbourg in 1969, less their weapons. (Photo credit: forum.valka.cz; photo source: unknown)

Whatever France’s tacit involvement was in the “escape” of the Stars of Cherbourg, the episode left the relationship between France and Israel markedly cooler for the next 10 years. Israel discontinued the purchase of Mirage aircraft and switched to US products for some time, although France is now again Israel’s largest arms supplier from the EU, especially for equipment that Israel is unable to obtain from the US. Given the protectiveness of France towards its defence industry, it is unlikely that the country would want to risk the highly lucrative arms sale (in the range of US$ 1.5 bn) to Russia just to please its EU neighbours. In any case, short of the EU implementing level 3 sanctions or impending hostilities by Russia against NATO or EU members it would seem unlikely that the MISTRAL deal could (and would) be cancelled without great cost to France – and potentially her European allies, if they are seen to be egging Paris on. More likely that France will try and temporize, hoping that the Ukraine conflict will blow over before the ships are to be formally handed over. Perhaps a lesson from the Ottoman battleships can still be learned here and some “unexpected” technical troubles and delays arising during the acceptance trials could buy France the time needed to avoid having to take an unpleasant decision.

Dirk Steffen is a Commander in the German Naval Reserve and the Director Maritime Security for Risk Intelligence. When not wrestling with West African maritime security issues he reflects on naval and military history, particularly the period between 1840 and 1920. Dirk holds an MA in Military Studies (Naval Warfare) from the American Military University. The views expressed in this article are his own.

Sea Control 44: Ukraine Crisis (Re-Post)

seacontrolemblemIn light of the MH17 disaster in Eastern Ukraine, we re-air Sea Control 25: The Crimean Crisis (with three CIMSEC writers: Dave Blair, Viribus Unitis, and Robert Rasmussen).  As we discuss this disaster, how it will shape the continuing conflict, and how those involved should proceed – we must keep ourselves honest. With the months of pontification on Ukraine – there are lessons we can learn from how wrong, or right, those past selves were. This podcast covers Russian intentions, Ukranian governance, passive resistance, Maidan, and the EU/NATO.

DOWNLOAD: Sea Control 44: Ukraine Crisis (Re-Post)

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