Category Archives: New Initiatives

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MFP 6: The Fleet of the Future

January 16, 2013 Guest Author Leave a comment

What will your Navy/Coast Guard look like in 5/10/25/50 years, and how is it different from today?

This is the sixth in our series of posts from our Maritime Futures Project. For more information on the contributors, click here. Note: The opinions and views expressed in these posts are those of the authors alone and are presented in their personal capacity. They do not necessarily represent the views of their parent institution U.S. Department of Defense, the U.S. Navy, any other agency, or any other foreign government.

LT Drew Hamblen, USN:
In 25 years we will not use aircraft carriers. Manned jets will also be obsolete. Helicopters will be manned for logistical flights only. Pods of “gamer-like” unmanned aerial system (UAS) operators will rotate out for round-the-clock patrol and surveillance.

Bryan McGrath, Director, Delex Consulting, Studies and Analysis:

I will take on only the 50-year horizon, and I will start by saying that YES, the aircraft carrier will still be in existence. Not just because they last for decades, but because of their continuing utility. At some point in the next two or three decades, we will collectively make the switch to a predominately unmanned carrier air wing. This will then lead to the construction of a totally new aircraft carrier, one built from the keel up to project unmanned power. In essence an assembly line whose product is combat power, this vessel would launch (primarily) unmanned platforms on missions, recover them, harness them to an assembly line in which the aircraft receives required maintenance, fuel, new mission planning and new armament—and is then redeployed almost immediately. Diagnostics would pull aircraft off the line at pre-programmed locations for maintenance that would remove them from the immediate flight cycle. These aircraft would essentially be a wing, a bomb, fuel, and a computer. Manned aircraft would fill C2/ABCCC (airborne battlefield) type missions, to include flight following/control of unmanned aircraft of all types. More combat power will be submerged. The U.S. mastery of the undersea domain will continue and increase. Hybrid warships will operate both on and beneath the ocean’s surface.

CDR Chris Rawley, USNR:
I’m bullish on unmanned systems, which will become increasingly pervasive in the U.S. Navy over the next few decades. Within 10 years, virtually every surface platform from patrol boats to CVNs (aircraft carriers) will carry one or more unmanned aerial vehicles (UAVs). UAVs in the inventory will likely become more numerous than manned aircraft in the next half-century. Over a decade of combat has demonstrated that unmanned aircraft are capable of conducting a great many of the missions that have traditionally been performed by manned aircraft, especially scouting and intelligence, surveillance, and reconnaissance (ISR). Strike will be the next mission-area to benefit from long-endurance UAVs, then airborne electronic attack (AEA), and eventually air-to-air combat. The impediments to these changes are more cultural than technical.

The outcome of two programs, in particular, will be critical determinants of whether unmanned surface vessels (USVs) and unmanned undersea vehicles (UUVs) are introduced into the fleet to the same extent as unmanned air systems. On the surface side, SAIC’s Anti-Submarine Warfare (ASW) Continuous Trail Unmanned Vessel (ACTUV) is an interesting concept, which if successful, will reverse some of the asymmetry associated with the proliferation of quiet diesel submarines. On the undersea side, the Large Displacement Unmanned Underwater Vehicle Innovative Naval Prototype (LDUUV INP) will demonstrate whether the physical limitations inherent in unmanned submersible propulsion and endurance can be overcome to produce a useful and flexible combat capability.

Unmanned systems are not a panacea and will never replace the dedicated, capable Sailors that make our navy the most powerful in the world. These systems and their associated concepts are untested, and it remains to be seen if they can take over, or at least complement, the roles of manned platforms. Even so, unmanned naval systems will reduce the risk to our Sailors in many mission areas, and if acquired smartly, will realize savings in defense.

LT Scott Cheney-Peters, USNR:
0-5 Years: Pretty much the same fleet. More drones and hybrid-electric drives. It will be interesting to see what direction the U.S. Navy goes with upcoming design selections on new amphibious ships, and even more so with what capabilities they – and the next batch of destroyers – must have. Most likely the nation’s economic crunch will place the emphasis on modernized versions of what we already know works, but hopefully not at the expense of finding ways to facilitate cheaper upgrades in the future (for example through modularized components).

5-10 Years: Early afloat experimentations with directed energy/electric weapon systems (DEEWS), especially for ships’ self-defense. More ships reach the fleet with drone use integrated into their designs.

10-25 Years: DEEWS starts to be incorporated into ship design. Drones increasingly play a greater role, not only performing ISR, but many other forward missions. If battery capacity and non-traditional energy-generation development trends continue, a lot more widely dispersed, self-sustaining drones that can loiter for months or years deploy on and below the waves. Specialized Arctic drones and Arctic modifications for manned vessels are developed for operations in the opening and warming, but still harsh, far north due to climate change.

25-50 Years: Drones start to factor into presence requirements in ship numbers at the beginning of this time frame as manned vessels (surface or subsurface) become primarily motherships/command and control (C2) network nodes. Additive manufacturing (3D printers) capabilities are integrated into a number of vessels that serve as mobile production facilities. These might either be larger manned auxiliaries or dispersed aboard the motherships to facilitate drone production.

The large networks of naval drones increase the Navy’s MDA capabilities to an almost unimaginable level during this time, but the missions of maritime interdiction (boarding) operations, ballistic missile defense, humanitarian assistance/disaster relief, and of course, showing the flag (good news for waterfront bars worldwide), remain the domain of manned vessels – but they are empowered by their naval drone and mobile production facility capabilities.

In the latter part of this timeframe and beyond, key nodes of unmmaned drone production facilities are located at naval bases and maritime hotspots around the globe and aboard mobile and themselves unmanned and automated. Some of these may be based on, or tethered to portions of the sea bed that can be exploited using new mining techniques to support the production activities (as well as those aboard vessels with the facilities). Most manned naval aviation will be over by the end of this timeframe.

One key variable will be whether the militarization of space occurs. If it does, there will be more emphasis placed on the subsurface drones and undersea production facilities outlined above, as well as a greater push for acceptance of increasing levels of drone autonomy. In the event of satellite communication disruptions, the network-node motherships can disperse new relay drones to regain control of their network of drones. For those drone unable to relink to the network the level of autonomy automatically increases upon loss of the connection, allowing the dispersed platforms to continue to carry out their missions.

Rex Buddenberg, U.S. Naval Postgraduate School:
Reread my answer to question 4 – the best clues to a 50-year-ahead question may be found by looking back an equal amount of time. A lot of the ‘maritime domain awareness’ data exists already. I’ve seen the yammer about sensors over the years too. But the extant data is tucked away in some stovepipe. The big change is that this awareness will increase through integration of information systems.

Sebastian Bruns, Fellow, Institute for Security, University of Kiel, Germany:
“It is difficult to make predictions, especially about the future.” (Attributed to, among many other people, Yogi Berra)

The Optimist

2018: The last of the four new Baden-Württemberg-class frigates is delivered on time and on budget. Plans for three more frigates are in the making. The versatile K-131 (MKS 180) corvette is being put into service since 2015. Eight instead of the planned six vessels are procured. A marked rise in maritime awareness throughout Germany has led to an increased budget and the establishment of a coordinating position in the Office of the German Federal Chancellor (head of government). The new, lean German Navy is strongly integrated in international operations and mandates. It plays a crucial role in regional stabilization operations and actively and visibly supports NATO missions.

2023: The first of the new Joint Support Ships is already in service, the second is on the building ways. Plans for the replacement of the F-123 and F-124 frigates are on schedule and on budget. Seapower has been officially recognized as a key tool for German foreign policy by way of a Quadrennial Defense and Security Strategy. The new, lean German Navy is strongly integrated in international operations and mandates. It plays a crucial role in regional stabilization operations and actively and visibly supports NATO missions.

2028: The Joint Support Ships and Germany’s strong leadership role in NATO’s Pooling & Sharing Maritime Patrol Aircraft (MPA) project have allowed Germany to play a wider role in international expeditionary operations. Although the threat level for Germany and German maritime units has steadily increased over the past 15 years, no warship has been lost to enemy action. The new, lean German Navy is strongly integrated in international operations and mandates. It plays a crucial role in regional stabilization operations and actively and visibly supports NATO missions.

2063: The German Navy has been fully integrated into a larger North-Central-European Maritime Force. It plays a crucial role in regional stabilization operations and actively and visibly supports NATO missions. The effects of climate change have long been added to the toolbox of naval forces.

The Pessimist

2018: The F-125 frigates will be delayed by years. Budget cuts and the sudden demise of the German shipbuilding industry have led to a dramatic loss of building capacity. Politics demand a very isolationist approach to international politics, and the last of the four Baden-Württembergs is subsequently cancelled. After more than a decade of development, plans for a corvette of the K-131 (MKS-180) class are scrapped. Only one unit of the planned eight ships has been delivered. Facing increasingly scarce resources and questionable political priorities, Germany continues to support a Common European Security and Defense policy, or what is left of it.

2023: Not a single Joint Support Ship has been delivered after inter-service rivalry and broader political trends have torpedoed the whole program. Facing a dramatic loss of reputation after years of dragging its feet in dealing with the Euro crisis, Germany has lost all of its influence within NATO. The F-124 and F-125 are pulled out of ballistic missile defense (BMD) roles in the Mediterranean and elsewhere. The effects of climate change wreak havoc on many countries and regions of the world.

2028: The German Navy increasingly returns to being a coastal force, integrated with what remains of an ambitious project to organize a German Coast Guard much like the U.S. model. The North and Baltic Sea with occasional visits to European allied nations are the major operational tasking. Germany has pulled out of NATO SNMG-1 (-2). International maneuvers and exercises largely by-pass Germany.

2063: In the interest of not ending up writing fictional absurdity, I will choose not to answer this question. My major fears have all been mentioned in the other three pessimist predictions.

Felix Seidler, seidlers-sicherheitspolitik.net, Germany:
In 5 and 10 years, our navy will not look different from today. However, the known unknown is the impact of the Euro Crisis. Ever-more pressure on our federal budget could lead to the cancellation of projects like the Joint Support Ship or the de-commissioning of several surface vessels. In terms of operations, nothing will change. Germany will continue to contribute to maritime UN, NATO, and EU missions as it does now, because it is the most palatable way for Germans to show themselves as an active ally. Contributing ground troops to missions is highly unpopular over here; hence, sending ships is more comfortable for our decision makers.

How our navy looks in 25 years (2037) and in 50 years (2062) depends on the success or failure of European integration. If the EU handles its economic crisis and, thereafter, pursues a track to deeper integration, our armed forces will gradually integrate further with those of other European countries. The more European integration in politics, the more integration follows among European armed forces. However, the huge question mark is the political will among European governments to pool sovereignty on such a level. At this time it is highly unlikely.

If European integration fails and Europe turns back to the nation state, Germany is likely to give up all blue water ambitions and focus on coastal defense in the North Sea and the Baltic. In 2060 Germany is projected to be only the 10th largest economy in the world with a population of around 65-70 million (1/3 older than 60). Thus, due to its demographic and economic decline, Germany is likely to pursue a much-less ambitious foreign and national security policy, and may even be reluctant to use force abroad. In this scenario, the German Navy may spend most of the time in its shipyards.

CDR Chuck Hill, USCG (Ret.):
Unfortunately the U.S. Coast Guard will not look different enough, if the relatively low level of capital investment continue. Ships being planned now will not be built for 5-10 years. The last of the Offshore Patrol Cutters, expected to replace our medium endurance cutters, will not be fully operational until approximately 2029, and all will likely still be in the fleet in 50 years. The oldest of them will only be 44 years old, younger than ships we are replacing now.

I do believe we will see less distinction between search aircraft and rescue aircraft. Other systems are likely to replace the pure search functions of our fixed wing aircraft, while rescue aircraft will gain greater speed and range as they employ newer technology. Hopefully in 25 years we will see a new generation of rescue aircraft that have sufficient range and speed to eliminate the separate requirement for long-range search aircraft.

There will also, hopefully, be more information-sharing with other agencies, including comprehensive vessel tracking.

LTJG Matt Hipple, USN:
I can’t imagine. Drones and missiles versus potential laser-based kill systems and airborne reflectors for over-the-horizon (OTH) interception or deflection. Ships of increased size due to fuel and power draws for laser systems, if they work, coupled with a mass of smaller automated ships. Autonomy all depends on what our level of acceptance is for the independence of the machine versus the level of risk we’ll accept from interference, interception, and hijacking. Of course, perhaps it’ll merely be a pile of rusting LCSs hiding in Singapore.

YN2(SW) Michael George, USN:
I see the U.S. Navy as a little more contracted from what it is today. With other country’s navies growing, they will want to control their own waters surrounding their country and not as easily permit the United States to do so. This will impact the size of our fleet overall.

LCDR Mark Munson, USN:
If I’m being cynical, I’m not really sure that the future U.S. Navy won’t just be an incrementally better version of today’s fleet (probably smaller due to fixed/smaller budgets and cost growth, and without any major changes in strategy calling for a drastically different kind of fleet). The current focus on Anti-Access/Area-Denial (A2/AD) will hopefully bear fruit in a fleet that is stealthier, capable of striking from greater range, and has a better ability to detect threats and manage that command and control/threat data within an afloat task force.

LT Jake Bebber, USN:
The signs are clearly pointing to a smaller U.S. Navy, despite the growth in worldwide maritime commitments. We are already at our smallest point in the last hundred years and show no signs of reaching our goal of a 313-ship Navy anytime soon. The Navy faces a choice on force structure: we can attempt to mitigate our smaller size by improving the quality of our limited number of platforms (which are becoming ever more expensive), or we can rethink how we fulfill our maritime mission by producing more platforms with more limited capabilities. A smaller force demands that we will not have a presence in many areas of the world, and our influence there will wane. We have to accept that. Or we can rethink our platforms’ design and mission to mitigate costs and allow the U.S. to maintain a maritime presence in regions critical to national security. We will have to accept the commensurate risk associated with platforms with more limited (and less costly) capabilities.

Anonymous, USN:
The U.S. Navy will be smaller and weaker at the rate that budgets and policies are going. Just the other day I openly questioned whether or not we’ll be able to call America’s Navy the finest Navy in the world in 10, 25, or 50 years.

New Initiatives

MFP 5: Designing the Next Naval Vessels

January 15, 2013 Guest Author Leave a comment

How would you design the next naval vessel for your fleet?

This is the fifth in our series of posts from our Maritime Futures Project. For more information on the contributors, click here. Note: The opinions and views expressed in these posts are those of the authors alone and are presented in their personal capacity. They do not necessarily represent the views of their parent institution U.S. Department of Defense, the U.S. Navy, any other agency, or any other foreign government.

Sebastian Bruns, Fellow, Institute for Security, University of Kiel, Germany:
It looks like a very basic choice will have to be made between multi-functional platforms and increasingly specialized platforms. In other words, the decision will likely be between multi-purpose programs such as the Littoral Combat Ship (LCS) program of the U.S. Navy, and more narrowly designed warships. At this time, most navies look to be favoring the flexible approach. The early feedback from the LCS and other programs – most notably the overloading of platforms – should shed a light on the challenges and shortcomings of such an approach. It should be noted that there are some very flexible, very capable platforms that work – i.e. the Danish Absalon-class. In light of the inherent flexibility of seapower and almost all warships that buttress maritime power, a balance must be struck between flexibility without over-burdening (i.e. LCS programs), and specialization without discarding too many operational options. If further burden-sharing, political and military integration, and pooling & sharing of resources are the ways of the future, they will lead to some hard decisions. The results of such deliberations, however, must be fully embraced. This is nothing short of a monumental task.

Felix Seidler, seidlers-sicherheitspolitik.net, Germany:
I would leave things as they are. However, besides the Joint Support Ship/LHD I mentioned in answer to earlier questions, an advanced addition to our submarine force would be an interesting idea. There are plans for air independent propulsion (AIP) Class 216 subs; as quiet as the 214s, but with far more operational range and, therefore, nearly reaching a SSN’s global mission capabilities.

Dr. Robert Farley, Professor, University of Kentucky:
I think that the most pressing need is for a vessel capable of undertaking maritime maintenance missions; something akin to the current Oliver Hazard Perry (OHP) frigates. Focus for design would consequently be on endurance, flexibility, and reliability, while potentially giving up some high-end capabilities. I liked the idea for a new generation frigate that John Lehman floated during the U.S. Presidential campaign.

Bryan McGrath, Director, Delex Consulting, Studies and Analysis:
The very next naval vessel I would build would be a 50-meter Fast Patrol Vessel, heavily armed and lightly armored. It would be built in great numbers (approx. 150) and be available for foreign military sales. It would serve as “maritime boots on the ground” as a forward presence force, there to remind others of our interests and to carry out a great deal of the day-to-day business of presence and international cooperation. Again – I would build these only if Navy budgets were increased. If cuts are made, then this investment would not be made.

CDR Chris Rawley, USNR:
See my response to question 2 (small, affordable multi-purpose ships).

LT Drew Hamblen, USN:
I’d ensure submarines were able to launch unmanned aerial systems (UAS).

CDR Chuck Hill, USCG (Ret.):
Better information will not totally eliminate the need to board and search vessels. In fact it might raise more questions that can only be resolved on scene. The U.S. Coast Guard will continue to need vessels to do boardings, as will the Navy in wartime. A significant unmet requirement for the Coast Guard and possibly for some elements of the Navy is an ability to forcibly stop even the largest merchant ships. With merchant ships now up to 100 times as large as their WWII counterparts, gunfire and even ASCMs may not be effective. Torpedoes, even small ones, targeting ships propellers might satisfy this need.

To maximize their utility in war, I would like to see new cutters equipped for peacetime roles to keep down the cost of operation, but designed with the ability to be upgraded to wartime roles within a few months.

LT Scott Cheney-Peters, USNR:
First, I’d pay great attention to the concept of modularity, as demonastrated – though yet to be perfected – in the U.S. Navy’s LCS. The basic philosophy of modularity opens up a lot of opportunities for cost-effective means for keeping a seaframe technologically relevant. Second, I’d invest in a hybrid-electric drive. A powerful electric bus aboard a ship will become increasingly important if the technological hurdles of directed-energy/electric weapon systems (DEEWS) are overcome. Third, I’d figure out how to ensure the flight decks/well decks/boat decks were designed to easily launch and integrate (along with combat systems suites) with an evolving array of new drones. As with modularity, because it’s not easy to predict with hi-fidelity the exact outlines of the fleet of fifty years from now – creating a craft that’s more adaptable to the changing times is an advantage that is vital to build in. Fourth, I’d leave space to play with 3D printers. If they don’t pan out it’s room for another ship’s gym!

YN2(SW) Michael George, USN:
I would not. I honestly believe we have all the ships we need right now. Maybe more than we need, especially since Naval warfare as we know it from World Wars I & II will not be reappearing. Ships are entirely too slow and simply not as practical. Why use all the money, bodies, and logistics to send a ship to another country to attack when a missile could “simply” be shot from the U.S. to any country in the world with precision? Just my opinion.

Can I interest you in a sub-launched drone?

LCDR Mark Munson, USN:
This is difficult question and my instinct is to hedge and advocate ships that meet a strategy along the lines of Zumwalt’s “High-Low Mix.” A worst-case scenario for the U.S. Navy would be a fight against China and its growing Anti-Access/Area-Denial (A2AD) capabilities, while the more likely mission is low-end maritime security options. My perfect ship for supporting the Maritime Security mission would be designed around requirements for lots of deck space (for small boats and helicopters), and command spaces for embarked staffs equipped with the necessary Command and Control and Intelligence Collection/Analysis systems.

LT Jake Bebber, USN:
Again, vessel design should match the strategic imperative. However, as a cryptologist, I’d hope for a large cryptologic space with lots of antennas!

Anonymous, USN:
I would focus on making sure that the ships that we have now are properly manned/trained/equipped before worrying about the next generation of naval vessel for the fleet.

LT Alan Tweedie, USN:
Modularize every aspect of the ship. Everything from combat systems to navigation to hotel services would be a module. If an upgrade or maintenance opportunity arises on literally any piece of equipment it could be swapped out and worked on off-ship. LCS is a step in the right direction but my model would carry the LCS mission module concept to the entire ship.

Future Tech, New Initiatives

MFP 4: Emerging Technology and Naval Warfare

January 14, 2013 Guest Author 3 Comments

What emerging technology is going to most profoundly change the way naval warfare is conducted, and why?

This is the Fourth in our series of posts from our Maritime Futures Project. For more information on the contributors, click here. Note: The opinions and views expressed in these posts are those of the authors alone and are presented in their personal capacity. They do not necessarily represent the views of their parent institution U.S. Department of Defense, the U.S. Navy, any other agency, or any other foreign government.

Unmanned aviation made many advances in 2012...but will it radically change naval warfare? — Unmanned aviation made many advances in 2012…but will it radically change naval warfare?

CDR Chris Rawley, USNR:

Most of CIMSEC’s readers are familiar with Moore’s Law as it relates to integrated circuits increasing in power while falling in cost. Some may have also heard of Kryder’s Law, which deals with shrinking costs for magnetic memory. Other related concepts include Koomey’s Law, which says that battery requirements for a fixed computer load continue to fall and the Shannon-Hartley Theorem, which impacts data transmission speeds. These laws have resulted in increased capability and falling prices for commercial and consumer tools reliant on computing power. It’s a given that military hardware is also becoming more high tech and miniaturized. So why does the cost of military technology continue to skyrocket? There are a number of reasons for this dichotomy, the primary being the U.S. military’s unresponsive and byzantine joint acquisition systems. Those problems aside, the Navy (and DoD) need to figure out how to leverage laws of technology to reduce inflation in new military hardware. One way to do this is with smaller, more numerous, and cheaper systems – many of them unmanned – which can operate distributed over large geographic areas. At Information Dissemination, I frequently discuss a concept for future naval warfare called distributed maritime operations (DMO). DMO as I see it will use highly distributed, highly connected – but independently commanded – small footprint fighting elements. In the same way that special operations forces have used similar concepts to fight a global terrorist threat, I believe DMO will allow small naval forces to work together in a variety of scenarios to produce out-sized combat effects.

LT Drew Hamblen, USN:

Anti-ship ballistic missiles and the implications of Unmanned Aerial System (UAS) proliferation will shake up carrier battle groups – specifically the ability of UASs to numerically overwhelm manned assets. How will a carrier air wing confront 3 air wings’ worth of unmanned aircraft that have twice the on-station time and no pilot-fatigue limitations?

Marc Handelman, WA, U.S.:

– Naval drones (Surface, Sub-surface, Aerial)
– Power-projection exploitation capabilities (battlespace control, sustainment, and attack via drones)
– Tiny sensors known as MEM (microelectromechnical) devices such as DARPA’s SmartDust project to facilitate ISR exploitation and communication.
– The ONR-funded Sea Jet Advanced Electric Ship (obvious efficiencies in power management, logistics, acoustic signature reduction, et cetera)

Felix Seidler, seidlers-sicherheitspolitik.net, Germany:

Cyber-warfare is going to change things soon. The world’s best warships are worth nothing if the IT systems supporting command, control, communications, intelligence, etc. are offline. Hence, navies will have to pay greater attention to safeguarding their IT. For example, malware intrusions into the targeting and control software for all kinds of sea-launched missiles could not only miss their target, but be redirected to strike their ship of origin instead. For the present and the future, the joint forces approach must also include a nation’s cyber warriors.

YN2(SW) Michael George, USN:

As we are still in the early ages of the internet and wireless technology, I believe that there will be an increasingly important role both play in our country’s defense.

Sebastian Bruns, Fellow, Institute for Security, University of Kiel, Germany:

I think cyber warfare, although more of a concept than a technology is providing the basis for the most profound change in naval warfare. The concept is diffuse, difficult to understand, and impossible to directly feel (cue Donald Rumsfeld’s “known knowns, known unknowns, and unknown unknowns”). In fact, cyber warfare’s challenges, opportunities, and limitations have not been fully grasped. If cyber is understood as a domain, I would compare our current state of mind (and understanding of the subject matter) to the early 1910’s perspective on air power: There has not been a full-fledged cyber war, much like there had not been an appreciation of airpower until World War I. At the same time, the generation of sailors and flag officers that is currently rising through the ranks has already been sensitized (largely by growing up with cyber technology) towards the subject matter; air power and space power did not provide a comparable perspective. It seems logical to quickly adopt cyber warfare concepts and embrace them as part of institutional and individual, strategic and tactical learning.

Rex Buddenberg, Naval Postgraduate School:

Before projecting forward, it may help to look back an equivalent amount of time to see what technologies changed maritime business (warfare included) in the past half-century – essentially since WWII. Some of these technologies, like radars and fathometers, are
gadgets. Others are information systems, such as radionav systems like Loran, GPS, digital GPS, and AIS and its work-alikes including USMER, AMVER, MOVREP, and those built around OTH-Gold, Link 14/11.

Still other technologies constitute the potential components of information systems, chiefly communications. The maritime VHF system has revolutionized the SAR business in the USCG in our lifetimes. And, integration with accurate navigation, has revolutionized it further. For instance, when I was stationed on the Oregon coast, a distressed mariner could give us a pair of Loran TD (time/difference data-points) and a fathometer reading (essentially as a checksum) and we could fly a helo right to him … regularly. This phenomenon has attracted the term ‘maritime domain awareness (MDA)’ albeit without a decent usable definition. Now look ahead a bit…

Gadgets: The march of new gadgets will, of course, proceed. The change here will be that the gadget will increasingly export the data rather than only provide a local display. To do that, the gadget will have an internet interface (like webcams). Example: remember PDAs … like Palm Pilots? They had no comms ability to speak of, other than a serial line to sync with local computer. But once the PDA functionality was integrated with the cellphone infrastructure, PDAs morphed into smartphones. I’ve got a PDA … its sitting up on a high shelf.

Systems: The implementation of new systems will also proceed. But there is a sea change in the offing, one that has already occurred elsewhere and is about to occur here: integration and interoperability. Most of the systems above are ‘stovepipe’. The chief characteristic of stovepipe is the locking of a single application (e.g. position reporting) to a single comms system (channels 87B and 88B) to yield something like AIS. The comms channels cannot be used for anything else, such as distress or weather comms, and the systems are usually hard to maintain throughout their life-cycle because you can’t form-fit swap in new components without changes cascading through the system. To get a whiff of the future, look in your office or your residence – we have ‘internet plumbing’ which is application-agnostic. It supports a myriad of applications (messaging, video, scrabble (my wife’s current fixation), … the list is long and ever-changing. The appearance of a new application does not require changes in the underlying comms plumbing. This has partially emerged in the maritime world, but will become ubiquitous, perhaps in the next decade (the technology exists, the problems have to do with infrastructure and mentalities).

The telltale here will be rise of the internet … in this case in the internet’s extension to platforms at sea. We see the harbingers of that now, such as ADNS in Navy. This is the single biggest enabler of integration of the rest.

The operational effect of the increase and integration of information systems is more intelligent application of industrial capability. In slang, less turning circles in the ocean. And in slogan, we might be able to “take the search out of SAR”.

CDR Chuck Hill, USCG (Ret.):

For the Coast Guard’s operations, in both peace and war, the most important aspect is likely to be processed vessel track information. Given the ability to track every vessel in the EEZ, identify it, and correlate it to its past history including the cargoes it has received, would be the ultimate goal. Over-the-Horizon radar/Satellite/AIS (Automatic Identification System)-derived information may eliminate the search in search and rescue (SAR), allow us to know where all the fishing vessels are, and allow us to recognize anomalous voyages that might be smugglers. To do this effectively we need to be able to track small vessels as well as the large.

In wartime this will also make blockade enforcement more effective, and permit prompt response when vessels are attacked.

Dr. Robert Farley, Professor, University of Kentucky:

The expansion of unmanned vehicles (air, surface, and sub-surface) has the potential to work tremendous changes in how we think about naval warfare. We’re already seeing this in littoral projection, and beginning to see it in ASW (anti-submarine warfare). As navies work through the theoretical implications of unmanned vehicles, they’ll begin to develop platforms capable of taking greatest advantage of the technologies, extending both eyes/ears and reach.

LCDR Mark Munson, USN:

Earlier this year, Admiral Greenert, the US Navy’s Chief of Naval Operations, declared that “Payloads were more important than Platforms.” I’m interested in how this plays out in terms of Intelligence, Surveillance, and Reconnaissance (ISR). Traditionally the mission of sensors onboard planes, ships, and subs has been subordinated to the operation of those platforms. Is the Navy’s BAMS (Broad Area Maritime Surveillance) UAV going to be just a P-3 without an aircrew onboard, or will it represent a new approach to collecting the information needed to generate actionable intelligence?

It’s been a long time since the U.S. Navy has fought a sustained war at sea, and no one has actual experience in how our current and future sensors need to be used to generate the intelligence required to engage capable enemy at sea. Unfortunately, the model successfully developed by our counterparts ashore during the last decade was in a permissive air environment. It allowed lots of UAVs to provide Full Motion Video (FMV) to intel analysts, developing a pattern of life for terrorist targets that could be fused with other data in order to generate actionable targeting data, but this most likely would not apply to a fight at sea against a capable enemy.

Bryan McGrath, Director, Delex Consulting, Studies and Analysis:

Although it is hardly an “emerging” technology, electric drives will profoundly change naval warfare. They will make submarines even quieter than they currently are, and they will serve to reverse the precision-guided munitions (PGM) imbalance with China by enabling future generations of electric weapons.

LT Alan Tweedie, USNR:

Directed energy and rail guns, while requiring massive up-front R&D costs will produce fantastic combat capability. The ability to have nearly unlimited ammunition without replenishment will make our fleet more capable of conducting sustained operations against enemies.

LT Chris Peters, USN:

I think one of the bigger upcoming changes will come from the installment of rail guns on DDG-1000 and beyond. These could be game-changers in power projection when you combine TLAM (Tomahawk Land Attack Missile)-like range with the cost per round of 5” (NGFS) Naval Gun Fire Support shells.

LT Scott Cheney-Peters, USNR:

3D printed drone — Drones from desktop 3D printers are quickly becoming reality.

I mentioned the general trend of increasing data integration in MFP 3 – essentially the Navy capitalizing on the spread of what’s possible with the information revolution. On the logistics and design side, we’ve waxed on about the effects 3D printing will have. But as far as actual naval warfare, I’m going to have to agree with those thinking about directed energy weapons and rail guns as the most likely to have a nearer-term impact on the tactical level. Both have technical hurdles to overcome, but when they do, they’ll shake up the modern calculus of naval engagements – giving surface vessels a much greater ability to hold their own in a fight, and greatly increasing the potential of drones once component miniaturization and energy reductions have sufficiently advanced reduced to allow their outfit aboard. Bryan McGrath has a good run down over at Information Dissemination on directed energy and electric weapon systems (DEEWS). Finally, the greatest potential for disruption in naval warfare comes from the use of unmanned systems in myriad combinations that are hard to predict but fascinating to think about – for example the combined cyber warfare assisted by drones.

LTJG Matt Hipple, USN:

Perhaps Scott Cheney-Peters and I are beating a dead horse here, but 3D printing in a big way. I know I’m beating an extra-dead horse when I include automation. 3D printing drastically changes the required logistical chain for both ground and naval forces. It changes the way the entire supply system would work, the kinds of people it would employ, and the navy’s relationship with industry. With an influx of business partners that consider themselves problem “hackers”, the Navy will hopefully get a fresh new perspective on life.

I say automation in the smaller big way because, rather than revolutionizing warfare, it is merely a ramping up of speed and density with a decrease in size. Now, my one caveat is that if laser technology becomes sufficiently powerful, fast, and accurate enough to end missile and aircraft threats at great enough range, we potentially have a game-changer with the return of naval gunnery and a real emphasis on submarine warfare as the counter.

LT Jake Bebber, USN:

While much will undoubtedly be written about advances in computer network operations, A2AD systems and space systems, the most profound impact in naval warfare will be the navy that best adapts to operating and fighting in a communications-denied environment. When satellites are shot down, when internet communications are blocked, and when radar emissions are masked or jammed, which navy will still be able to pull out the paper charts to get to where they need to be, fight, and win? So it won’t be an emerging technology that wins the next war. It will be the navy that best adapts to fighting much as we did during World War II, and before.

New Initiatives

MFP 3: Impediments and Expedients for Mission Accomplishment

January 11, 2013 Guest Author Leave a comment

If you are a current Sailor or member of the Coast Guard, what are some of the biggest impediments to getting your job done? What promised development or technology would most aid you in the accomplishment of your assignment?

This is the third in our series of posts from our Maritime Futures Project. Note: The opinions and views expressed in these posts are those of the authors alone and are presented in their personal capacity. They do not necessarily represent the views of their parent institution U.S. Department of Defense, the U.S. Navy, any other agency, or any other foreign government.

CDR Chuck Hill, USCG (Ret.):

Impediments: The U.S. has the largest Exclusive Economic Zone (EEZ) in the world. Its area exceeds that of the total land area of the U.S. and most of it is in the Pacific. However, most U.S. Coast Guard assets are in the Eastern U.S. where most of the population (and political clout) resides.

Expedients: Improved Maritime Domain Awareness (MDA) has the potential to assist in search and rescue (SAR), fisheries enforcement, drug interdiction, coast defense, and protections of ports. The Coast Guard cannot afford a comprehensive MDA system solely for its own purposes, but if it can share information with DOD agencies also interested in monitoring the maritime approaches to the U.S., including perhaps cruise missile defense, it could make the employment of assets much more efficient.

MDA through AIS — Maritime Domain Awareness through AIS

LTJG Matt Hipple, USN:
Impediments: The answer is simple. The real impediment is people, time, and flexibility. We have fewer people, which leaves us fewer man-hours and perspectives to get work done. Having fewer people means we have less time… less time for schools, fewer people to run the schools, and less time for training. The training regimen itself has been increased, by more required schools for alcohol awareness, marine species safety, and the like, having little-to-no bearing on the actual work of the sailor. This non-essential training, considered more important and tracked more diligently than regular warfighting training, further drains the pool of man-hours for an already diminished grouping of sailors that, having less time to train or go to school, or spots open in school for them to go, are also less ready than they could be.

Added to that death-spiral between people and time, the Navy is increasingly removing the room for flexibility. While an entire article could be written on the cost-effects of our inflexibility, the fact I can’t, for example, install fire-proof hoses that exceed the necessary requirements without special fleet approval, requiring regular renewing, is itself evidence enough.

LCDR Joe Baggett, USN:
Impediments: Lack of interoperability (Common data networks). Maritime forces are now and will continue to be employed in confidence-building among nations through collective security efforts in a common global system that links threats and mutual interests in an open, multi-polar world. This requires an unprecedented level of integration among our maritime forces, enhanced cooperation with the other instruments of national power, and the capabilities of our international partners. No single nation has the resources required to provide safety and security throughout the entire maritime domain.

LT Drew Hamblen, USN:
Impediments: The amount of required training extraneous to job proficiency (for example, General Military Training (GMT) requirements on Navy Knowledge Online) is cumbersome and only getting lengthier.

The number of passwords required for our systems is unmanageable and results in personnel writing them down, potentially compromising information assurance, or spending inordinate amounts of time on the phone with NMCI.

NMCI storage (and data storage capacity in general) is severely limited and outages are too frequent.

LT Scott Cheney-Peters, USNR:
Impediments: Others here already address most of what I view as the major impediments to mission accomplishment in the sea services on a day-to-day basis. At a general level these include a dearth of manning (whether afloat, in aviation squadrons, or ashore) and burdensome administrative requirements.

Expedients: Short of increasing manning (not likely), or reducing requirements (possible, and some real efforts have been undertaken, but truly it’s never-ending struggle), there are two areas of focus that could help alleviate the effects. The first is better collaborative tools and sharing of lessons learned. There’s a lot of ‘reinventing the wheel’ that goes on in the fleet, for instance completely different versions of mandatory instructions that only need to be 5% different. This sort of thing can be reduced through better collaborative tools – especially at the squadron or fleet level.

The second is better integration of data streams. Akin to the low levels of communications interoperability, sailors must deal with a multitude of data streams that often require manual integration in the form of data entry. This wastes time and effort. For example, having to manually search online databases for further information about a ship transmitting AIS data to determine its point of origin or destination.

Luckily disaggregated data steams have not escaped notice, especially those from a ship’s organic sensors, resulting in general trends to develop all-encompassing combat system suites rather than stand-

alone weapon and sensor systems. AIS, for example, is today better integrated into navigation displays, and it seems logical it will be integrated into future combat systems suite upgrades. The trend for aggregated data is also progressing in remote-site monitoring, enabled by better sensors throughout things such as a ship’s engineering plant, helping displace some manually integrated data streams generated by the old Mark I Eyeball. But data streams for administrative tasks – true data entry between different IT and web-based programs, or just plain old excel spreadsheets – still have a long way to go. IT certificates and tokens can reduce some of the most redundant data-entry requirements (e.g. “type in your name, rank, and date of birth”), but there’s still a long way to go. And, with increasing reliance on inter-accessible and integrated data comes the need for better cyber defenses, whether ashore or afloat.

Rex Buddenberg, U.S. Naval Postgraduate School:
Impediments: From a programmatic point of view we keep fixating on platforms (i.e. new
cutters, Deepwater, Navy FYDP shipbuilding, and LCS) rather than making
the platforms work together. We need to focus on integration.

YN2(SW) Michael George, USN:
Impediments: As a Yeoman dealing with primarily administrative functions, I am usually able to perform my job duties and responsibilities with simply a computer, printer, and some pens, so there’s not much need for improvement on the hardware side. However, the current setup of processing personnel administrative information uses collateral-duty Command Pass Coordinators (CPCs) and an online system (TOPS) that correspond with ashore Personnel Support Detachments (PSDs) for all matters of pay and personnel support. This is a good idea in theory to help reduce shipboard manning, but it’s handled poorly, as it grants junior Sailors at PSDs across the fleet the power to supersede orders simply because the person giving the order is not a CPC. It also causes people like myself in the Yeoman rate (and worse, many ENs, LSs, CMs, and more) to spend an inordinate amount of time on collateral duties, handling personnel paperwork that members used to be able to go directly to their PSD or a true shipboard expert to handle.

LT Jake Bebber, USN:
Impediments: The biggest impediment to maritime cryptology is not a piece of equipment … it is the lack of leadership in the cryptologic spaces. We need to refocus our cryptologic space-leaders – the LPOs, the Division Chiefs, and the JOs – and reorient them to emphasize the quality and quantity of cryptologic reporting. This can be done by simply “getting back to the basics” of maritime cryptology and practicing sound fundamentals. Too often, we are complacent because the advanced equipment we use can appear to do the work for us. But the most important piece of equipment in a cryptologic space is what’s between the ears, not the new computers or gear. Our cryptologic leaders – especially Chiefs – need to be present in the spaces, ensuring quality and teaching fundamentals. The JOs need to be there as well, learning from their Chiefs, LPOs and subject matter experts instead of standing watches on the bridge or combat. Too much time is being spent by JOs and Chiefs doing things not related to the cryptologic mission, outside the cryptologic space.

Center for International Maritime Security

Category Archives: New Initiatives

MFP 6: The Fleet of the Future

MFP 5: Designing the Next Naval Vessels

MFP 4: Emerging Technology and Naval Warfare

MFP 3: Impediments and Expedients for Mission Accomplishment

Fostering the Discussion on Securing the Seas.