Category Archives: Strategic Outlook

Predictions and forecasting.

Implementing Distributed Lethality within the Joint Operational Access Concept

Distributed Lethality Topic Week

By LCDR Collin Fox

If you look for “distributed lethality” in doctrine, you won’t find it.  It’s a concept that exists in articles, speeches and panel discussions, which paint the topic with broad strokes – easy to understand, but leaving plenty of room for forums like this one to flesh out details. Tempting as it is to think about a few Surface Action Groups (SAGs) heroically dominating the contested maritime battlespace with SM-6s hitting everything from FFGs to ASBMs, distributed lethality remains just one part of a larger joint fight. Distributed lethality, so far as it has been articulated, closely follows the Joint Operational Access Concept (JOAC).

Potential enemies – principally China and Russia – can hold our forces at risk in certain contested areas, denying freedom of action. JOAC starts at this hard truth of vulnerability and seeks to protect friendly forces operating within those contested areas. Conceptually, it all starts with force protection:

“A joint force will lessen its exposure by a combination of dispersion, multiple lines of operations, speed of movement, agile maneuver that reroutes around threats, deception, masking or other concealment techniques, and disruption of enemy intelligence collection through counterreconnaissance, countersurveillance, and other methods.” (JOAC Protection)

“[D]ispersion [and] multiple lines of operations” sounds a lot like the first part of distributed lethality, and in the naval context, it makes a lot of sense to spread out, hide, and try not to look too important when anticipating DF-21 and ASCM salvos. Dispersion has its own complications, though. Concentrated naval forces may be easier to target, but they generally have a more potent sensor and weapon mix, to say nothing of their C2. Dispersed forces must remain capable of self-defense and power projection, and so the second part of ‘distributed lethality’ follows from the first.  JOAC puts it this way:

“Once arrived in the objective area, joint force elements can no longer use some techniques to avoid detection and will therefore rely on active and passive defensive measures to defeat actual enemy attack.”  (JOAC Protection)

So far, distributed lethality resembles JOAC with naval characteristics, but JOAC keeps on going where the conceptual sketch of distributed lethality trails off. Distributed lethality, as a naval variation on a joint concept, should follow the conceptual path already beaten by JOAC.

Distributed lethality, like JOAC, requires reliable communications between sensor-shooter nodes.  The ranges between distributed units and the bandwidth requirements for responsive C4I and lethal, cooperative targeting will drive communications onto SATCOM nets, networks that remain vulnerable to anti-satellite missiles, directed energy weapons, and cyber-attacks. GPS and intelligence satellites face the same threats. JOAC recognizes this vulnerability, and directs the joint force to “develop systems, technologies, and warfighting techniques to ensure continued freedom of action and access to space, cyberspace, and the electromagnetic spectrum when and where needed.” Lacking that freedom of access, the implications are clear and dire for distributed lethality: the enemy would attack the distributed fleet sequentially, as it located ship groups, with locally massed fires. The distributed fleet, unable to communicate, could only respond with uncoordinated counterattacks. Sending a divided fleet with nothing but locally organic sensors and weapons deep inside an enemy threat WEZ courts disaster. In order to effectively implement distributed lethality, robust and resilient supporting networks are absolutely essential.

Chinese HQ-9 TEL on parade.
Chinese HQ-9 TEL on parade.

Satellites face the same persistent threat that prompted the concepts of JOAC and distributed lethality to begin with: the presence of friendly critical vulnerabilities inside the threat WEZ. The solution remains conceptually similar: increase the capability, type and number of available platforms such that the enemy never has the capability to decisively target and neutralize friendly critical capabilities. To that end, what naval “systems, technologies, and warfighting techniques” could change the sudden loss of our most important space-based assets from a travesty to a moderate inconvenience?  The remainder of this piece will depart the broad conceptual discussion and dive down to some very tactical level solutions.

Rather than present the killer app, silver bullet or what have you, I’ll briefly introduce a few capabilities that could take the sting out of losing the most important satellites in a region during the opening salvos. 

Navigation 

CosmoGator mitigates the loss of GPS by automating celestial navigation fixes and feeding them into the ship’s inertial navigation system, enabling weapons quality tracks even in a GPS denied or degraded environment – provided the stars remain visible. As anyone who has tracked a submarine with sonobouys can appreciate, imprecision in the sensor location yields imprecision in the target track and targeting solution.

Adding the capability to track non-U.S. commercial SATNAV constellations (Galileo, GLONASS, BeiDou, etc) would add navigational and time/time-interval redundancy to naval platforms.  The targeting of U.S. navigational satellites should be a forgone conclusion, but targeting satellites of non-belligerent states is anything but.

Local Communications

Currently, communicating within a SAG is relatively easy, but at the cost of a very distinctive electronic signature.  Distributed lethality requires low-observable and low-probability of attribution communications within the SAG.

First, low-attribution communications means taking existing commercial waveforms and using them to replace distinctively military signals. A DF scan for 2.4/5 GHz 802.11, CDMA, LTE or GSM signals in most contested areas would be overwhelmed by emitters.  Coastal residents, merchant mariners and local fishermen tend to use these signals rather a lot without much concern for EMCON. Coupling these frequencies and waveforms with stabilized, high gain directional antennas would enable high bandwidth, low-latency line-of-sight communications within the SAG while maintaining the electronic signature of a freighter or coastal village. When sneaking through a forest of transmitters, it’s best to look like a common electronic tree.

In an update on flashing light Morse signals, the ONR project for High-Bandwidth, Free-Space Optical Communications is designed to support Marines at austere FOBs, but could also offer unimpeded communications in a highly attenuated – and therefore difficult to intercept – part of the spectrum. Like celestial navigation, meteorological conditions may occasionally preclude this method, but for the rest of the time, it’s a good way to complicate enemy targeting.

Finally, better integration of automatic level control – adjusting transmit power based on signal-to-noise ratio (SNR) and signal-excess – could do much to reduce the probability of detection for existing RF transmitters.  Only transmit the power required to reliably reach the ship 10 miles away, not the ELINT aircraft 400 miles further.

Long-range communications

I’m not the first to think about making elevated nodes like satellites a bit more redundant for communications.  DARPA and ONR have been developing the Towed Airborne Lift of Naval Systems (TALONS), a towed shipboard parafoil system capable of lifting a 150 pound payload to 1,500 feet.  Unlike most aircraft (manned or unmanned), a towed system can remain aloft for days on end. Improving on the system that well-tanned parasailing operators have been using for decades, DARPA has made an automated launch and recovery system. In the context of distributed lethality, ships such as the LCS and EPF (formerly JHSV) could serve as communication nodes for ships with long-range weapons.

The Air Force has been using the Battlefield Airborne Communications Node  (BACN) for years as a communications Swiss army knife to connect disparate platforms, waveforms, and standards. The technology is platform agnostic – the Air Force operates it from modified business jets (E-11A) and UAVs (RQ-4); the Navy could just as easily operate the system from P-8As or MQ-4s.

TALONS and BACN have their appeal, but also their limitations.  A radar horizon of roughly 50 nautical miles limits TALONS, and on-station time limits BACN and systems like it. Counter targeting is a common threat to both. Ideally, a satellite replacement would be close to disposable and not so closely proximate to a manned and/or difficult to replace platform like the LCS, EPF, P-8A or MQ-4. Which brings us to lighter-than-air unmanned vehicles. 

A Google Project Loon internet balloon in flight. Photo credit: Google.
A Google Project Loon internet balloon in flight. Photo credit: Google.

Google has deployed stratospheric balloons to bring internet services to remote locations, getting and keeping them on-station with altitude-picking algorithms.  Similarly, the Navy could rapidly deploy very high altitude, very high endurance vehicles – atmospheric satellites – in the immediate aftermath of an attack on regional communications satellites at a lower cost and greater quantity than the enemy’s inventory of high-altitude missiles capable of taking them down.  Much of the cost and difficulty of satellites is the launching part.  Launching a balloon from a ship consists of setting a course and speed for minimal winds, opening a valve to a helium tank and assisting the inflation with a crane and a crew of deck handlers – hardly rocket science.  Any naval platform with a flight deck could launch balloons on demand to fill in for neutralized satellites or to quickly add more C4ISR capabilities. While the time on station of roughly 100 days can’t match a satellite, it exceeds the state of the art for heavier-than-air vehicles by an order of magnitude.

It’s quite possible, even likely, that none of the particular solutions above have any place in the Navy’s future. I hope that the unifying theme, however, resonates: pragmatic over exotic, commercial off-the-shelf over bespoke military kit, and integration within a larger joint effort rather than a service specific attempt to win the next war singlehandedly.

Collin Fox is a Western Hemisphere Foreign Area Officer (FAO) assigned to U.S. Fleet Forces Command. In his former career as a SH-60F and MH-60S pilot, he flew over 1,400 flight hours and conducted three life-saving rescues. He earned a Master of Science degree in Systems Analysis from the Naval Postgraduate School, where his final project won the John Hopkins Applied Physics Lab Award for Excellence in Systems Analysis. The views expressed here are his own.

Distributed Lethality, Non-traditional Fleets, and the Law of War

Distributed Lethality Topic Week

By Chris Rawley

In simplest terms, the U.S. Navy’s distributed lethality concept complicates the enemy’s targeting problem by dispersing larger numbers of platforms capable of offensive action over a wide geographic area.  With no significant increases in fleet size anticipated for the foreseeable future, it is incumbent that all avenues be pursued that will optimize the use of scarce ships.

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A video recently released by the Surface Force U.S. Pacific Fleet shows a variety of ships besides surface combatants equipped with anti-ship missiles and unmanned aircraft capable of targeting these weapons.  In addition to amphibious vessels, a Lewis and Clark Dry Cargo/Ammunition ship is depicted (minute 1:21) with a drop-in missile module. This ship, and 29 others in the U.S. Navy’s Combat Logistics Force (CLF), are controlled by the Military Sealift Command (MSC) and manned by professional civilian mariners (CIVMARS).  The introduction of armed naval auxiliaries in the U.S. fleet would raise a number of important operational and legal questions.

https://www.youtube.com/watch?v=21dFaIIeXpU

In what sort of tactical situations might an offensively-armed replenishment ship be worthwhile?  Distributed lethality requires distributed logistics. Meaning, surface combatants operating alone or in small groups will require fuel, food, ammunition, and parts. In a major theater war, traditional replenishment ports will be placed at risk by mines, theater ballistic missiles, terrorist surrogates, and other area-denial capabilities. To mitigate these risks, underway replenishment has been a mainstay of U.S. naval surface ship operations for nearly a century. A CLF ship armed with self-defense weapons and a small number of medium ranged surface-to-surface missiles operating in tandem with a group of cruisers and destroyers (CRUDES) provides additional magazine capacity for the surface combatants.

Conversely, oilers operating solo while transiting to or from underway replenishment stations are an appetizing target for would-be adversaries. In some cases, these ships would require a dedicated “shotgun” surface combatant to protect their precious cargoes. But these escorts would take scarce CRUDES ships away from other offensive duties. CLF ships equipped with additional self-defense weapons, be they remotely-operated crew served machine guns or short-ranged surface-to-air missiles (like the SeaRAM), will enable defense against a variety of potential attackers. However, the possibility that CLF ships are capable of not just defending themselves, but of fighting back, will challenge indirect enemy strategies that rely on attrition of our logistic forces.  A CLF ship would target its over-the-horizon weapons by either cueing off another platform’s sensors or using organic manned or unmanned aircraft.  These ships sometimes deploy with MH-60s, which can carry their own weapons, but can also assist in targeting a ship’s missiles.  For longer ranges, future unmanned air vehicles such as DARPA’s TERN prototype could support CLF-launched missile engagements over hundreds of miles. Besides the aforementioned weapons, CLF ships providing replenishment operations within adversary threat envelopes will need to employ counter-targeting techniques and some will carry Surface Ship Torpedo Defense Systems.

Non-traditional or Normal?

I’ve been guilty of using the phrase “non-traditional” naval vessels when referring to auxiliaries engaged in naval operations other than logistics. A recent example would be MSC’s Expeditionary Fast Transports serving as Partnership Station platforms. Historically, however, civilian-run shipping has been integral to naval warfare for as long as humankind has fought on the seas. Lincoln Paine discusses a number of non-traditional fleets in The Sea and Civilization, an amazingly comprehensive chronology of all aspects of maritime trade and warfare. In lieu of a powerful navy, the early Roman Empire established coloniae maritimae (maritime colonies), which exempted their men from service in the legions in exchange for their promise to destroy invading enemy vessels. A millennium later, Byzantium held off Muslim invaders at sea with a largely provisional force of merchants and fishermen. In the 19th Century, pirates turned privateers were engaged as naval commerce raiders by various states including Spain, Mexico, and the Republic of Texas.

In World War I, the British Admiralty encouraged merchant vessels to arm themselves with deck guns, ostensibly for the purposes of defense. Some of these merchants took it upon themselves to actively attack German shipping, often using false flags. The German Empire, as one might expect, grew to view these vessels as belligerents, rather than as neutral shipping, a role they were initially accorded by international law. Then in World War II, thousands of American merchant ships were protected by Naval Armed Guards, who manned anti-aircraft weapons and up to 3″ deck guns. Merchant mariners supported these gun crews by passing ammunition, but were also trained to employ the weapons when necessary, and many did so, distinguishing themselves in battle.

WNUS_6-50_mk8_Mongolia_stern_pic
Historical Precedence: Naval Armed Guard Sailors Man the stern 6″ (15.2 cm) gun on S.S. Mongolia in May 1917 (U.S. Naval Historical Center Photograph # NH 41710) .

More recently, we’ve watched the emergence of China’s rather sizable maritime militias, which are a key aspect of the PLAN’s expansion strategy in the South China Sea. These sorts of maritime surrogates have kept up with changing naval technology. Today, instantaneous data communications have made over-the-horizon networked targeting by civilian craft a distinct possibility. Additionally, concealable anti-ship weapons, such as Russia’s Club-K containerized missile system, could raise the threat posed by merchant shipping. These non-traditional fleets are not anomalies, but rather mainstays of offensive naval warfare.  How does this historical reality reconcile with modern legal norms of international armed conflict?

Nuances Riding on a Single Letter

Traditional prohibitions against civilians taking a direct part in hostilities are based on a duty to discriminate between combatants who may be lawfully targeted and non-combatants who may not be intentionally targeted. International humanitarian law is also designed to protect duly-recognized combatants from prosecution and provide for status as prisoners of war. In modern times, these distinctions have been interpreted to prohibit civilians aboard a warship from serving as a weapons release authority or standing tactical watches.  Besides CIVMARS, a host of civilians routinely ride naval ships, including maintenance contractors, college instructors, and Morale, Welfare, and Recreation planners; all of course, in non-tactical roles.

img23_700px
The hidden shipping threat: Russian Club-K containerized missile system.

To understand the legal nuances behind arguments for and against non-traditional naval vessels undertaking offensive operations, it’s worth examining the distinction the U.S. Navy makes between warships and naval auxiliary vessels.[1] In accordance with Navy Regulations, Article 1259, a commissioned warship – designated USS – requires “a personal flag or command pennant of an officer of the Navy, or a commission pennant.” U.S. Naval Ships (USNS) operate under the control of civilian mariners, and therefore do not technically qualify as warships. Under the same regulations, in some circumstances, a USNS ship can be reclassified as a USS hull, but this requires approval by the Secretary of the Navy.  These conventions are supported by Article 29 of the United Nations Convention on the Law of the Sea (UNCLOS), which states a warship is “a ship belonging to the armed forces of a State bearing the external marks distinguishing such ships of its nationality, under the command of an officer duly commissioned by the government of the State and whose name appears in the appropriate service list or its equivalent, and manned by a crew which is under regular armed forces discipline.” The 1994 San Remo Manual on International Law Applicable to Armed Conflicts at Sea also provides a non-binding, but widely-accepted view of naval auxiliaries in warfare.

Auxiliaries are vessels, other than warships, that are under the exclusive control of the armed forces of a state. Some interpretations of international law infer that naval auxiliaries (non-warships) may defend themselves and other friendly forces in the vicinity, but may not be used to conduct offensive belligerent acts. Under the strictest legal interpretations, MSC ships would be prohibited from a range of activities to include launching anti-ship weapons, but also to missions as innocuous and defensive as clearing a channel of mines for the safe passage of commercial shipping. International agreements are important, but we should not ignore historical precedence and operational necessity that may force auxiliaries into combat roles. As further precedence, not every vessel conducting offensive missions in the U.S. Navy meets the criterion required for warship. For example, combatant craft of the Navy’s Special Boat Teams and Coastal Riverine Squadrons are not commissioned warships, but may carry out offensive operations. Of course, these boats are run by Navy crews, and a commissioned officer resides at some point in their chain of command (though not always embarked).

150214-N-RB579-018-e1424780150356
Embarked Security Team (EST) watchstander on the Military Sealift Command’s Expeditionary Fast Transport (T-EPF-1) in Sekondi, Ghana, Feb. 14, 2015 (US Navy photo).

Given generally-accepted views of international law, what are the alternatives available to include naval auxiliaries as offensives nodes in a distributed lethality regime? A handful of warships in the U.S. Navy, including USS Ponce (AFSB(I) 15), two flagships, and submarine tenders, feature a hybrid crewing model. These ships are commanded by a commissioned naval officer, though their navigation and engineering functions are primarily conducted by CIVMARs. This hybrid crewing approach enables them to conduct or command offensive operations in accordance with international law. Implementing this approach on a wider scale would require the reclassification of armed CLF ships to USS and the introduction of permanent Navy crews, an option not necessarily supported by today’s manpower budgets.

Embarking military detachments to operate defensive and offensive weapons might be another acceptable alternative. Over the past few decades, the combat logistics force has transitioned from USS ships, to USNS ships embarking military detachments (MILDETS) run by a junior surface warfare officer, and now to primarily USNS ships with no MILDETS. When embarked, MILDETS mostly handled command and control (C2) functions. Many of these roles have been absorbed by CIVMARS, but others, like operating self-defense weapons, are still supported by embarked Navy security teams. It’s possible that arming a CLF ship and operating its weapons systems with a MILDET, without reclassifying it as USS could put a ship’s status as naval auxiliary in jeopardy during hostilities. However, like merchant shipping that was targeted during the World Wars, that becomes largely an irrelevant academic argument once ordnance starts flying and logistics ships become primary targets themselves.

In an era of declining Navy end strength and increasing personnel costs, it is no longer fiscally prudent to assign full time military detachments to every ship that might require one in wartime.  The Navy’s reserve component (RC) provides a feasible C2 alternative which can be surged forward during contingency operations, while meeting legal and operational requirements for offensive operations. In recent years, military detachments for theater security cooperation missions onboard MSC ships have been created ad hoc from cross-decked active duty Sailors or sourced from existing staffs such as Destroyer Squadrons. In the event of a major contingency, it is likely that these staffs will be tied up with their primary missions and unable to dedicate manpower to supporting auxiliary C2 requirements. In recognition of these demands, the Military Sealift Command recently established a dedicated Navy Reserve unit designed to provide C2 elements for MSC ships involved in non-logistics missions. This nascent capability has been demonstrated with embarked detachments onboard various MSC ships during fleet exercises and security cooperation missions.

The expansion of additional RC military detachments should be explored that support not only theater security missions, but future offensively-armed combat logistics force ships. The advantages of this capability residing in the reserve force are several: The first relates to cost.  On average, a part-time reservist costs the navy approximately one fifth of an active duty Sailor. In peace-time, reservists would train for the mission by embarking CLF ships to support weapons testing and fleet exercises, and surge forward if required for contingency missions.  Additionally, reserve Sailors, some of them with licensed merchant credentials themselves, have a strong knowledge of MSC ship unique operating procedures and understand how to integrate well with CIVMARs. The habitual relationships dedicated reserve units build with CIVMAR crews have proven valuable in other missions.

Regardless of whether the decision is made to increase the weapons capabilities of our Military Sealift Command ships, additional RC detachments would provide the legal and operational top-cover necessary to perform other traditional naval operations on these vessels in peace and war to include maritime security operations, mine-countermeasures, special operations direct action support, and amphibious raids.

Chris Rawley is a Captain in the U.S. Navy Reserve and serves as Commanding Officer for the Navy’s sole unit dedicated to providing command and control detachments aboard Military Sealift Command vessels. The opinions and views expressed in this article are those of the author alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense, the U.S. Navy, or any other agency. 

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[1] The author is not an operational law attorney.  The reader is encouraged to seek out other legal interpretations.

The Legal Implications of Arming MSC Ships

Distributed Lethality Topic Week

By Tony Freedman with contributions from Mark Rosen

What are the legal implications of arming MSC ships, both for self-defense and for a more robust offensive role?

With the apparent shortage of amphibious ships, the prospect of using Military Sealift Command’s (MSC) auxiliary ships to add depth to Navy and Marine Corps operations is being considered. These ships could be used to supplement the low end of military operations to provide sealift for missions such as a humanitarian assistance/disaster relief (HA/DR) and noncombatant evacuation. They could also provide an alternative platform for high end operations, such as launching offensive weapons, or become a floating base to support offensive operations. However, these ships are not a simple substitute for combatants or amphibious ships. Operationally, they lack ship-to-shore connectors and communication systems, and are not survivable (built mostly to commercial, not military standards). Additionally, these ships are currently not equipped to defend themselves. While adding weapons would not increase the ship’s survivability, it would provide some defensive capability and the potential to conduct offensive missions. This changes the nature and role of these ships. Unlike warships, these ships are manned by civilian crews, either Civil Service Mariners (CIVMARS) or licensed U.S. citizen contract mariners (CONMARS), which introduce questions regarding their legal status if weapons systems are added to the mix.[1] Despite legal reviews by MSC and Navy legal experts, the use of civilian manning is relatively untested and may pose a legal risk to civilian crews. Below, we outline legal precedents that come into play in regard to risk to civilian crews. There are two main aspects of concern: first is the potential lack of legal protection and the second, the willingness of crews to potentially go into harm’s way.

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The first concern is the potential lack of legal protection under article 4 of the Geneva Convention. Under the law of armed conflict (LOAC), civilians that support military operations receive legal protections including prisoner of war (POW) status. While MSC ships crews always have the right to self-defense, their legal protections depend on whether the individual is classified as a lawful combatant or not. The key is whether the activities conducted by the civilians are considered to be 635508601340653813-military-sealift-command-logo“belligerent.”[2] Even though civilians may accompany the armed forces they may not be intentionally targeted and, if they are ever captured, would be entitled to POW status. However, civilians that “cross the line” and involve themselves in belligerent activities would not be entitled to the combatant privilege (immunity). In other words, they can be prosecuted as common criminals or worse as illegal combatants. The civilians would risk prosecution by the International Criminal Court or some other body if an “offense” occurred in an adversary’s territorial waters.  

Historically, U.S. policy safeguards civilians from conducting belligerent duties, per se, by aligning with internationally recognized roles for authorized civilians who accompany the armed forces, such as deck, engineering, purser, or supply duties that do not cause direct impact on the enemy. Civilians that command or man weapons systems (apart from self-defense purposes) do have a direct impact. In line with U.S. policy, naval auxiliaries have been operating for many years and maintain their status as “state vessels,” which are entitled to sovereign immunity so long as the vessel is operated for non-commercial service and does not engage in belligerent acts.[3] In spite of these distinctions, a hostile nation could take a more restrictive view by viewing the ship holistically as a single unit, meaning any civilian aboard the ship vicariously participates in any activities that the ship conducts against the enemy.

The second concern with the addition of weapons, particularly offensive weapons, is the willingness of civilian crews to operate these ships in forward locations. One compounding issue that needs to be resolved is whose authority does the civilian crew fall under: military or civilian? Many scholars contend that the concept of “regular armed forces discipline” applies to civilian crews as it does for military crews. In 2007, the Uniform Code of Military Justice (UCMJ) was amended to allow for civilian personnel accompanying or serving with the armed forces to be subject to the UCMJ during contingency operations. However, the constitutionality of this amendment is not yet settled. Specifically, U.S. citizens are afforded certain trial rights (to include jury trials) under the Fifth and Six amendments of the U.S. constitution that military members do not enjoy.

We conclude that the use of weapons aboard MSC ships is appropriate if used for defensive purposes. However, there still remains a risk to the civilian crews with regard to whether these weapons can be used in certain roles which approach belligerent activities, for instance, if the weapons are operated by military personnel with direct civilian support. Direct use and control of weapons by civilians could place the crew under risk of prosecution if captured by a foreign adversary. Furthermore, there is the potential for unintended consequences and risk to future U.S. operations. As a leader in international law and in naval operations, the United States should not set a precedent for confusion between belligerents and non-belligerents which could result in a breakdown of LOAC/LOS norms that we depend on. If the world loses confidence in the LOAC because the U.S. is perceived as ignoring the rules, then the U.S. could lose the rights and protections assured by LOAC, such as sovereign immunity for our ships in foreign ports.

Dr. Tony M. Freedman is a senior research scientist at CNA; he has led studies on mine warfare, non-traditional platforms, afloat forward staging base (AFSB), Special Forces, and SSGN operations. Additionally, he was the Deputy Test Director (Testing Analysis, & Evaluation) to the Joint Command and Control War on Terror Activities (JC2WTA) Joint Test and was CNA’s on-site scientific analyst to OPNAV N00X at the Pentagon. Prior to CNA, Dr. Freedman worked in academia and industry.

Mark E. Rosen, an international and national security lawyer, is senior vice president, general counsel, and corporate secretary at CNA. Rosen is a retired Navy Captain (JAGC) and served in various international law positions in the Pentagon including the ocean policy legal advisor to the Deputy Chief of Naval Operations for Plans, Policy, and Operations; political military planner, Strategic Plans and Policy Directorate (J-5), Joint Staff; and head of the International Programs Branch, Navy International Law Division, Washington, DC. Views expressed are his own.

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Notes:

[1] There is little legal distinction between CIVMARs or CONMARs according to the LOAC. However, CONMARs do have fewer legal protections than CIVMARs under most bilateral status of forces (SOFA) agreements that DoD has negotiated. Depending on where these vessels operate, the availability of SOFA protections, and the practical benefits of being able to issue a CIVMAR an official passport, should be given weight in deciding whether to make use of CONMAR crew.

[2] The definition of “belligerent” is often referred to as taking part in hostilities.

[3] The U.S. Navy’s claims sovereign immunity (freedom from involuntary boarding, inspection, arrest, or the imposition of coastal state environmental regulations) for all government owned and most leased vessels provided they are engaged in non-commercial service. While the term “naval auxiliary” is not defined in the Law of the Sea (LOS) Convention, the rights and entitlements of such vessels is established in years of state practice and learned texts like the San Remo Manual and the Naval War College’s Commander’s International Law Handbook.

Distributed Leathernecks

Distributed Lethality Topic Week

By LCDR Chris O’Connor 

This year, the Navy plans to send out a surface action group (SAG) comprised of three DDGs in order to test distributed lethality CONOPS. This is an important first step, but the next SAG deployed should include a completely different unit. A San Antonio-class LPD. One LPD-17 class ship in the mix will considerably change the capabilities of a SAG across the warfare spectrum, making it a true Adaptive Force Package (AFP) that is more lethal in a number of different ways.

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Why an LPD? It is a large littoral combat ship. The LCS classes were designed to have mission bay space so that capabilities could be swapped out as the mission required. LPD-17 class ships, if loaded with a specialized set of MAGTF (Marine Air-Ground Task Force) equipment, have room for equipment that no DDG or CG could dream of carrying, at a greater volume than an LCS. While serving on the USS BUNKER HILL (CG-52), the author recognized that the guided missile cruisers in the US Navy have been built for specific weapon systems, sensors, and engineering equipment. A modification to add more systems that are significant departures from the original design will be at the expense of the baked-in warfare capabilities. More unmanned systems or connectors can be put on a surface combatant, but they will be limited to the constraints of the torpedo magazine, hangar, or boat deck space, and will take away from the important uses those shipboard locations currently have.

LPD 22 Sea Trials
LPD 22 Sea Trials, Huntington Ingalls photo. 

On top of the “open concept” interior (so in vogue these days), the LPD also has a flight deck that dwarfs that of any surface combatant; it can launch or recover two V-22s simultaneously. It has massive potential to carry more aviation systems due to the aircraft storage space in the large hangars and deck tie-downs. Not to mention that if a DDG wants to put something in the water, it has to lower it with the boat davits or other limited means. A LPD has a well deck that can splash LCACs, LCUs, and unmanned systems that use the sea interface.

During a recent distributed lethality wargame (of which the author was part of), game participants were given objectives and a choice of AFPs to use towards those aims. The choices included a mix of DDGs, LCSs, America-class LHAs, and “Hughesian” (the author is taking liberties with that word) small missile combatants a la “streetfighter.” We then employed these mixed forces against a red force that was trying to reach an objective, break a blockade, or put troops ashore on an island. The decision-making process was constrained to a surface picture, speed/capability/weapons employment solution set. This was the explicit purpose of this game, being early in the distributed lethality wargame process.

Early in the game a different way of meeting the same goals came to the author, and they involved using Marines with surface or aviation connectors. For example, we can deter an island invasion with the proper positioning of surface ships, but what if that island already had US forces on it? If a red force landing craft was able to get through, it would have to contend with defenders on the island. It is much less politically tenable for red forces to land on an occupied island than to occupy an island that is not populated (or at least has no security or military forces on it) with the guise that it is helping or providing unasked-for security assistance. Blue landing forces would enhance the maritime security exclusion zone around an island or completely obviate it. V-22s can get to the objective a lot faster than surface ships. In the recent DL wargame, if the blue forces chose to use America-class LHAs as part of their a la carte AFPs, V-22s were not an option, they and landing forces from the LCSs were adjudicated from the game for aforementioned reasons.

Flight deck loaded with V-22 Ospreys, defenselink.mil photo.
Active flight deck , defenselink.mil photo.

An LPD can be part of a disaggregated ARG and be used as part of a DL task force. An LPD loaded with MEU equipment that can be quickly employed and join up with an LHA and LSD would be especially useful if needed to create a larger landing force. A red force that wants to land troops to provide “security assistance” or “fight terrorists” would have to contend with LCAC delivered and V-22 delivered vehicles with TOWs, Marines with Javelins and Stingers, and in a longer time period, LAVs, AAVs, and MPCs that have swum ashore from the LPD’s well deck. At the least, the LPD will be a sea base lily pad for long-range V-22 missions, such as non-combatant evacuations or special operations strikes. All three ARG ships do not have to be present for this capability to be delivered.

The future brings even more options. A DL MAGTAF assigned to a LPD could be specifically modified to perform specialized deterrent landings at short notice, or bring ashore capabilities we do not currently use. TOW and Javelin missiles would make landing craft think twice, but there are truck mounted Naval Strike Missiles and other antiship and surface-to-surface missiles. A lot of those systems, including HIMARs, are too large to be delivered by an LCAC as they are currently fielded. These weapons, or other systems such as Hellfire or JAGM, could be modified and put on smaller vehicles that are purpose built to provide anti-access/area denial capabilities. On top of this, the flight deck of the LPD can launch and recover even larger UAVs than the surface combatants can employ. The hangars can support USMC aircraft such as the AH-1Z and UH-1Y that can carry out different mission sets than the H-60 variants that deploy on current surface combatants. New capabilities could use up some of this non-skid real estate, such as strike missile box launchers, additional communications and EW equipment. Not to be forgotten, the well deck could be used to put UUVs and USVs in the water, creating defensive swarms around contested geographic points or high-value units. Being a Supply Corps officer, the author is obliged to point out the additional logistics capability that an LPD brings to the fight; more storage for supplies, mothership capability for smaller units, and space for new capabilities that can be bolted on such as additive manufacturing.

Norweigan Strike Missile (NSM) launched from a truck, Kongsberg photo.
Norweigan Strike Missile (NSM) launched from a truck, Kongsberg photo.

The new E-series ships such as the EPF, ESB, and ESD can all do parts of these missions, but would not survive as well in a contested environment as an LPD-17. That class has EW, communications, self-defense, and logistics endurance capabilities that the newly minted expeditionary classes do not have. This is not discounting them, but they just cannot play in the same environment as the other members of the DL SAGs can; there is a place for them in other parts of the littoral arena.

This is not an original idea. If you have heard this all before, it is because many people saw the potential from the very beginning of the LPD-17 class. James H. Cobb wrote a series four novels from 1997-2002 that were the closest thing for the Navy to Dale Brown was for the Air Force. In his books, then-experimental technology was used to fight battles in new ways. The third novel Seafighter (2002) exhibited the gonzo awesome idea of armored LCACs armed with chain guns, hellfire missiles and even SLAM missiles (as a “streetfighter” concept). The linchpin of the Navy task force that employed these systems was an amphibious warship used to the fullest extent of its capabilities- supporting the battle hovercraft, launching helicopter strikes, and the like. When the author was a member of the CNO Strategic Studies Group, one of the areas of investigation was new uses for current classes of ships, and there were already think pieces out on the LPD-17. These ideas should be used in the distributed lethality concept to bring Marines to that fight.

The Navy-Marine Corps team is at its most lethal when each naval service uses its unique capabilities to the utmost. And the best way to cohesively bring them together for the good of distributed lethality is with an LPD in the fight, part of a Surface Action Group. This will certainly make our potential adversaries sit up and pay attention.

LCDR Chris O’Connor is a supply corps officer in the United States Navy and a member of the Chief of Naval Operations Rapid Innovation Cell. The views expressed here are his own and do not represent those of the United States Department of Defense.

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