Vote Now: CFAR 2021 Finalist Voting Now Open

By Jimmy Drennan

We need your help deciding which authors and topics will be featured at this year’s CIMSEC Forum for Authors and ReadersCFAR 2021!

Your nominations have yielded an outstanding slate of authors and articles for consideration. In this final round of voting, the authors of the top vote-getting articles will be invited to speak at our fall event on the article topic. Consider the topics and articles you would like updates on, or what author you’d like to pose questions to. Voting will close at the end of September 9. 

All CIMSEC members are eligible to vote for four nominated authors at the bottom of this page. If you’re not a CIMSEC member yet, it’s free and easy to sign up here

As always, thank you to CNA and our contributors for their generous support and for helping us bring you this event. And special congratulations to the author nominees, who are listed below in no particular order.

Evolution of the Fleet: A Closer Look at the Chinese Fishing Vessels off the Galapagos,” by Dr. Tabitha Mallory and Dr. Ian Ralby
Don’t Overlook the Medical Fleet in Distributed Maritime Operations,” by Misty Wilkins
Crippled Capacity: How Weak Maritime Enforcement Emboldened Ansar Al-Sunna,” by Kelly Moss
Lifting the Veil on the Lightly Manned Surface Combatant,” by Ben DiDonato
Intel Owns Red: How Red Teaming Can Prepare the Fleet for the Fight Ahead,” by Lieutenant Commander Christopher Blake and Lieutenant Grace Jones
No Ordinary Boats: Cracking the Code on China’s Spratly Maritime Militias,” by Ryan Martinson
The Navy Should Stop Talking About the Future and Start Building It,” by Frank Goertner
Winning the War on Distraction: Military Leaders Need Quiet Minds in the Digital Age,” by Bill Bray
Leviathan Wakes: China’s Growing Fleet of Autonomous Undersea Vehicles,” by Ryan Fedasiuk
The U.S. Needs an Official Sixth Fleet History, and the Europeans Do Too,” by Sebastian Bruns
The Glutted Mariner Shortfall,” by LCDR Adena Grundy

Vote Now

Jimmy Drennan is the President of CIMSEC. Contact him at President@cimsec.org.

Use Virtual Reality to Prepare Maritime Crews For Terrorist and Piracy Attacks

Emerging Technologies Topic Week

By Selina Robinson and Dr. Amy Meenaghan

Sea blindness (the tendency toward ignorance of the role and importance of the maritime domain by uninvolved persons) must be carefully considered when planning and implementing measures designed to prevent maritime terrorism and piracy. Governments and security apparatus across the world have dedicated billions to fight against perpetrators of violence, terrorism, and destabilization efforts, collectively known as violent non-state actors (VNSA) on land.1 However, the maritime domain has been relatively overlooked. Efforts to mitigate risk at sea and plan responses are largely limited to the threat posed by piracy within discrete geographical locales. A key factor influencing this is the fact that it is exceptionally difficult to manage the physical space of the maritime domain. There is also the additional struggle to allocate limited resources, such as coastguards or police, especially for states with minimal assets in the maritime domain.2 As a result, VNSAs have exploited sea blindness to their strategic advantage and have been left largely unchallenged by law enforcement agencies.3

Despite the pandemic, 2021 has seen the Gulf of Guinea remain a hotspot for piracy, including a new trend where violence against crew members onboard ships have increased in comparison to previous years. It is becoming increasingly clear that technological advantages in communication and movement by sea may pose a considerable threat to various subcategories of vessels, particularly as the capacity for VNSAs to take advantage of existing shipping channels to their advantage grows. While maritime piracy tends to pose a threat to large cargo ships, terrorism presents a risk to a range of ‘soft’ targets, such as cruise ships, ferries, and yachts, which collectively form the bulk of the leisure industry in the maritime domain. The scale of media attention possible in response to attacks on the leisure industry demonstrates the potential for significant political gain. This, combined with the potential to disrupt the essential logistical work conducted at sea, highlights the need for consistent, reliable, and evidence-based policy and training.

The leisure industry should exploit new training technologies, in particular virtual reality (VR), to prepare maritime crews for terrorist and piracy attacks. Simulated environments have been demonstrated to be effective in facilitating the development of intuitive, implicit, and functional knowledge. The use of VR allows for a flexible learning environment that is not limited by time, cost, and practical constraints. Gamification can be utilized in formative and summative assessment with positive effects on learner satisfaction and outcomes. In the current research a simulated environment, designed in Unity Pro, will be developed to reflect training needs identified by maritime security experts.  The simulation will undergo rigorous testing to inform further refinement to produce a training package that reflects the specific and current requirements of the industry. A flexible design will allow for adaptation according to vessel type, anticipated area of risk, and the fluidity of offence type.

The State of Training 

Existing training and guidance aimed at enabling crew members to mount a quick and effective response is arguably inconsistent and limited. Indeed, there may be a lack of agreement regarding the nature of any mitigation efforts or response planning, particularly as there is no one singular means of attack. Drone attack, attempted boarding, threat from radicalized passengers and crew, environmental damage, IEDs, remote weapon assault, and cyber-attack are just some of the diverse areas of concern.4 Already, the frequency of such attacks is worryingly high: in the first three months of 2021, the IMB Piracy Reporting Centre (PRC) reported 38 piracy incidents: 33 vessels boarded, two attempted attacks, two vessels fired upon, and one vessel hijacked.5 Recent incidents demonstrate that areas of risk extend beyond those traditionally known for piracy, prompting calls for comprehensive training in hostile takeover situations for all maritime crew members, not just those navigating the traditional ‘high-risk’ areas such as Somalia.6 7 In 2020, for example, events following the discovery of a group of Nigerian stowaways on board the Nave Andromeda, an oil tanker off the coast of the Isle of Wight in the UK, escalated to a point where the lives of the crew were deemed to be at considerable risk.

Current training in pirate and terrorist response by maritime crew is largely guided by the Best Management Practices for Protection (BMP5) manual; however, the specific procedures and guidance vary widely according to the location and management/flag status of the vessel. Managing the physical space of the maritime domain, securing, and preventing terrorist attacks, and navigating a tangle of dated legal clutter (including the laws of the flag state, international law, exclusive economic zones, and domestic law) is fraught with complications.8

Additional and updated training would be invaluable in reducing the impact of any attempted strike, but the capacity for, and commitment to, such an initiative by cruise and ferry companies may be hampered by the ongoing impact of COVID-19. The global pandemic has hit the tourism industry hard, and the priority of organizations that rely on maritime travel is understandably to get ships back in the water. As such, changes to policy alongside innovative approaches to training are needed to ensure the required buy-in. The use of VR presents a cost- and time-efficient approach to instruction, while also providing the opportunity for interactive learning.9 Standardized, evidence-based training programs would provide a valuable step forward in protecting maritime vessels and their crew from unpredictable events, including terrorist attacks.10

Make it Virtual

Simulated environments have been utilized for teaching and learning in a range of domains, most notably aviation, medicine, and the military, with undeniably positive results. The scope for the use of VR in andragogy is boundless. Skills and knowledge can be modelled and repeatedly practiced, hard-to-reach situations can be replicated, and a wider range of scenarios can be presented. A simulated environment allows for learning objectives to be demonstrated and practiced with ongoing feedback, enabling learners to experience high risk situations in a safe and replicable virtual space.11 Technological advances, including not only virtual reality, but also augmented reality and 360 immersive videos show considerable promise for facilitating the development of intuitive, implicit, and functional knowledge. The immersive nature of the experience increases learner engagement, improving the transfer of knowledge to the real world.12 With the technology to host VR capabilities becoming more affordable, this is an opportunity to take formidable steps forward to strengthen security and risk management capabilities for an under-developed discipline across the maritime leisure industry.

For cruise ship crew and security staff, pilot work is currently underway in the development and testing of an evidence-based training program. This program has been informed by an in-depth evaluation of existing protocols and discussions with experts in maritime security, training, and industry. Initial feedback and research-based findings show great promise for the development of this approach to tackling real and current threats in the VNSA domain. Nonetheless, to provide a comprehensive response to terrorism, piracy, and the related security issues associated with trafficking, illegal trade, and thievery, this must be located within robust policy development and increased awareness of the national dependence on the accomplished and essential work of the wider maritime industry.

Conclusion

The future of VR has a rightful place in maritime security. Already, the use of VR has been implemented by armies around the world who are able to train in battlefield scenarios and normalize high stress situations, whilst improving a range of fundamental skills from effective communications to critical combat techniques. In the maritime industry, the unexpected and ongoing attacks at sea require a different way of thinking and a different point of view on safety and procedures. Already, maritime simulators have become one of the most advance forms of education across the world. Even the most experienced professionals are regularly trained in such simulators on emergency operations, demonstrating a renewed emphasis on operator training. VR-training software is an efficient and easy alternative to face-to-face training. It increases learner attention, promotes flexibility and accessibility, and results in higher levels of information retention. It also enables measurable training progress indexes. VR presents an invaluable, evidence-based approach to promoting the efficient and effective decision-making required to respond to and minimize the impact of an attempted attack on a maritime target at sea.

Selina Robinson is a Teaching Fellow in Forensic Investigations at the University of Portsmouth. Her areas of research lie with maritime security in cruise ships and the use of XR simulations in education and training. Previous work experience involves counter terrorism and crime scene investigation.

Dr. Amy Meenaghan is a lecturer in Psychology in the School of Criminology and Criminal Justice Studies at the University of Portsmouth. Her background is in the use of virtual reality to understand offender decision making. She is currently working on various VR projects within the field of Criminal Justice, with a focus on optimizing such technologies to benefit education, training and crime prevention initiatives.

References

[1] Violence at Sea: How Terrorists, Insurgents, and Other Extremists Exploit the Maritime Domain. (2020, August 11). Stable Seas. https://stableseas.org/publications/violence-sea-terrorist-insurgents

[2] Ahmad, M. (2020). Maritime piracy operations: Some legal issues. Journal of International Maritime Safety, Environmental Affairs, and Shipping, 0(0), 1–8. https://doi.org/10.1080/25725084.2020.1788200

[3] Lehr, P. (2006). Violence at sea: piracy in the age of global terrorism. Routledge.

[4] Barnett, R. W. (1983). The U.S. Navy’s role in countering maritime terrorism. Terrorism, 6(3), 469–480. https://doi.org/10.1080/10576108308435543

[5] IMB Piracy & Armed Robbery Against Ships — Report for the Period, 2021.

[6] Onuoha, F. C. (2009). Violence at sea: the ramifications of maritime piracy in Nigerian and Somali waters for human security in Africa. Institute of African Studies Research Review, 25(2), 21-44.

[7] Pérouse de Montclos, M. A. (2012). Maritime piracy in Nigeria: Old wine in new bottles?. Studies in Conflict & Terrorism, 35(7-8), 531-541.

[8] Bell, P., & Webster, J. (2010). Teaching and Learning in Maritime Security: A Literature Review. Journal of Policing, Intelligence and Counter Terrorism, 5(2), 23–39. https://doi.org/10.1080/18335300.2010.9686947

[9] Markopoulos, E., Lauronen, J., Luimula, M., Lehto, P., & Laukkanen, S. (2019, October). Maritime safety education with VR technology (MarSEVR). In 2019 10th IEEE International Conference on Cognitive Infocommunications (CogInfoCom) (pp. 283-288). IEEE.

[10] de Armas, C., Tori, R., & Netto, A. V. (2020). Use of virtual reality simulators for training programs in the areas of security and defense: a systematic review. Multimedia Tools and Applications, 79(5), 3495-3515.

[11] Gibson, D. & Baek, Y. K. (2009). Digital simulations for improving education: Learning through artificial teaching environments. Hershey PA.

[12] Berki, B. (2020). Experiencing the sense of presence within an educational desktop virtual reality. Acta Polytechnica Hungarica, 17(2), 255-265.

Featured Image: An advertisement for VR training applications for the fire, oil and gas, and aviation sectors. (Credit: https://structurus.com/en/vrx)

Sea Control 273 – Naval Strategy and Operations with Dr. Milan Vego

By Walker Mills

U.S. Naval War College Professor Dr. Milan Vego joins the program for a far-ranging conversation on maritime strategy and operations that touches on force structure, the role of doctrine, and mission command. Dr. Vego is the author of 15 books and nearly 400 articles on these topics and more.

Download Sea Control 273 – Naval Strategy and Operations with Dr. Milan Vego

Links

1. Operational Warfare at Sea: Theory and Practice, by Milan Vego, Routledge, 2020.
2. Exercising Control of the Sea: Theory and Practice, by Milan Vego, Routledge, 2020.
3. Maritime Strategy and Sea Denial: Theory and Practice, by Milan Vego, Routledge, 2020.
4. General Naval Tactics: Theory and Practice, by Milan Vego, Naval Institute Press, 2020.
5. “On Littoral Warfare,” by Milan Vego, Naval War College Review, Spring 2015.
6. Naval Strategies in Narrow Seas, by Milan Vego, Routledge, 2003.

Walker Mills is Co-Host of the Sea Control podcast. Contact the Sea Control team at Seacontrol@cimsec.org.

This episode was edited and produced by David Suchyta.

A Conversation with Steve Wills on the Decline of U.S. Navy Strategy

By Dmitry Filipoff

In this conversation on U.S. Navy strategy, Steve Wills discusses themes and lessons from his new book, Strategy Shelved: The Collapse of Cold War Naval Strategic PlanningFrom the effects of the Goldwater-Nichols act, to tensions between analysis and strategy offices in OPNAV, Wills discusses how Navy strategy and strategy development has changed over recent decades.

You point to several critical events that combined to affect Navy strategy: The passage of the Goldwater-Nichols Act, the collapse of the Soviet Union, and the Gulf War. How did these events affect Navy strategy and strategy development?

The Goldwater-Nichols Act changed the Navy’s strategic outlook at the institutional and individual level of experience. The shift to a focus on the regional commanders vice the services tended to change the Navy’s outlook from a global force to one focused on providing forces to land-based regional commanders. It is difficult to think globally about the size and composition of naval forces when the focus is on satisfying regional demands.

At the individual level, the Goldwater-Nichols Act focus on filling joint positions tended to draw rising young officers away to joint positions as they offered more upward mobility than service staffs. I think the most significant of these changes however was empowering the regional commanders (COCOMs) at the expense of Washington-based service chiefs and their staffs. The legislation turned upside down the traditional U.S. system of centralized planning and decentralized execution of military operations.

In its place today we have regional commanders doing their own strategies separate of their fellow leaders while the JCS is trying to manage operational and even tactical levels of war through measures like the Joint Warfighting Concept (JWC). In World War II, Chief of Naval Operations Admiral Ernie King set strategy, but he and Army Chief of Staff General George C. Marshall did not tell Admiral Chester Nimitz and General Douglas MacArthur how they should organize their forces or how they should fight in their theaters. Goldwater-Nichols is directly responsible for this unbalanced condition that is seriously damaging the ability of the U.S. to create global strategies for combating global rivals like China and Russia.

You reference the 1980s Maritime Strategy and the “…From the Sea” document as among the more influential Navy strategy products in recent decades. Among the many strategy documents referenced in the book, what made these stand out? How can we assess the influence and impact of a strategy document?

The 1980’s Maritime Strategy stood out for a number of reasons. It was directly tied to a specific Navy force structure (the 600-ship navy) unlike more recent strategies that do not have a specific ship requirement. The Maritime Strategy had broad, bipartisan support from Congress. It was also tied to the national strategy of containment and, if necessary, combat against the Soviet Union. Unlike most other strategic concepts, the Navy exercised Maritime Strategy concepts at sea in multiple regions as noted by former Navy Secretary John Lehman in his book Oceans Ventured.

Finally, the Maritime Strategy was easy to engage with whether the reader or recipient of the brief was a seasoned navy professional or a civilian with little naval knowledge. It included maps with specific forces and arrows depicting an outline of what the Navy planned to do, and when and most notably where it would act. Strategies since the 1980s Maritime Strategy have largely eschewed maps in favor of glossy images of ships and sailors doing their thing at sea. Nice, but not really helpful in explaining what the Navy is strategically trying to accomplish.

The 1992 “…From the Sea” white paper was not a strategy with maps and goals as was its 1980s predecessor, but was rather a white paper suggesting what concepts the Navy and the Marine Corps would employ in the post-Cold War era. Its central point that the Navy would be a supporting force for operations fought primarily on land around the Eurasian littoral became the central focus of the service for the next 25 years. In that regard, “…From the Sea” was more influential and long-lasting than the 1980s Maritime Strategy. The Navy’s primary focus since 1992 has been being a supporting force for conflicts with regional powers and non-state actors without significant naval forces of their own. Perhaps this is now why it has been challenging to get the service to return to a “war at sea” mentality where major combat operations would primarily be conducted against opponents with similar or even in some cases superior naval capabilities.

An important theme in the book is the evolving power differential between systems analysis and strategy. How did strategy development change when analysts were more influential than politico-military strategists, and vice versa? What should the analyst-strategist relationship look like?

I think the influence of different factions on the Chief of Naval Operations (OPNAV) staff in terms of the creation of naval strategy matters a great deal. There was a relative balance between these two disciplines from the late 1960s through the mid-1980s until the advent of the Maritime Strategy and the 600-ship navy. The naval analyst discipline believed that the 600-ship navy was unsustainable in the long term and that the Maritime Strategy was too aggressive and dangerous in the face of the assumed Soviet threat. Chief of Naval Operations Admiral James Watkins and Navy Secretary John Lehman did not agree and subsequently severely reduced the size and scope of naval analyses offices supporting the CNO’s staff.

When the Cold War ended and the Navy had no opponent around which to organize either by geography or threat, the naval analyses community returned in the guise of the OPNAV staff element producing the Navy’s annual budget input. In a world without notable opponents the only long-range strategy document turned out to be the budget and as a result the analyses community prospered while the strategy community declined to low levels of influence. As a result of this decline, and analyses’ domination of OPNAV for over three decades, it is challenging for the Navy to think in terms of threats and geographic requirements that current budget levels do not support. The analyses community in return has labeled any strategy document that strays beyond current funding as “unsustainable,” ignoring the fact that any one CNO or SECNAV might be able to secure that additional funding if the strategy is well-conceived and well-argued.

The right choice is often a balance between these two communities that allows for innovative strategy concepts to meet the threat, but balanced by budget limitations. It cannot be “all or nothing” as it has been since 1991.

As the Navy faced budget cuts after the end of the Cold War the preservation of diminishing force structure became an overriding priority. How did this focus on force structure assessment affect strategy development? 

That is an excellent question. Being so focused on the preservation of the newest force structure, the capabilities it provided for present-day operations, and the math needed to sustain that effort caused the Navy to often ignore evolving threats. If your strategy is based only on your budget, then why think further afield? Force structure assessments used to be tied to the threat, but without a notable threat like a major competitor, the force then becomes a set of capabilities the navy has to argue for and defend against the needs of other services. The strategy starts to become about how to beat the other services for more of the budget and not about meeting an outside challenge.

The U.S. now faces two major outside challengers (China and Russia) so the force structure assessment needs to again be tied to combating a threat rather than just preserving a capability in the face of interservice rivalry. Goldwater-Nichols did not get rid of service “parochialism;” instead it created what some have called a “tyranny of jointness” where getting the joint balance right is seen as more important that getting the right services the right equipment for the task.

The book examines decades of critical reorganizations of the OPNAV staff. How did these reorganizations strengthen or weaken Navy strategy development over the years?

Reorganizations of the OPNAV staff are the prerogative of the CNO and done to support what that officer wants to accomplish. In the absence of an opponent since 1991, those reorganizations have placed more power and emphasis on the Navy’s budgetary and warfare roles rather than strategy. It is also difficult to return to a culture of strategy development after decades of what naval historian Peter Haynes calls a “strategy of means” where the budget became the de facto navy strategy.

How would you assess the quality of Navy strategy and strategy development today? Are there areas that have room for improvement? 

The Navy has always had a dedicated core of strategy experts; both uniformed and civilian (government and think tank personnel). The events I describe in the book (the end of the Cold War, the Goldwater-Nichols provisions, and the outcomes of the First Gulf War) have tended to make it more difficult for strategists to gain the ear of senior leaders.

I think that situation is changing. The United States again faces peer rivals at sea in China and Russia. The Tri-Service Maritime Strategy signed by the Navy, the Marine Corps and the Coast Guard late last year was a good first step toward crafting an effective global strategy to address those adversaries in peace and war. The Naval War College and the Naval Postgraduate School are educating more naval strategy experts. There are many more sources on naval and maritime strategy than in the past, including books by John Lehman, John Hattendorf, Peter Haynes, Seth Cropsey, Jerry Hendrix, and of course my mentor Peter Swartz, whose many CNA works on naval strategy are now available on the CNA website. CNA itself has never stopped working on navy strategy products and continues to advise OPNAV on maritime strategy issues. Other voices including members of Congress such as Elaine Luria and Mike Gallagher who have called on the naval services to better explain the strategy behind their POM requests. These are all positive changes.

There are of course challenges and the provisions of the Goldwater-Nichols Act still create roadblocks to the traditional naval means of organizing strategy and operations. Traditionally, the Navy and Marine Corps have engaged in centralized strategic planning, but decentralized execution of those plans at the operational and tactical levels of war. This is how the Cold War unfolded with an overall strategy of containment of the Soviet Union as a baseline for both the strategies of regional commanders and those of the services to deal with naval-specific issues.

The provisions of Goldwater-Nichols have changed this over time. In the absence of a peer opponent around which to organize a global strategy, regional combatant commanders plan their own strategies and demand forces to execute them independent in most cases of the needs of their peers or service providers of forces. Instead of centralized planning, the Joint Staff now seeks to tell operational forces how to fight through documents like the Joint Warfighting Concept. While this problem was not as acute in the period after the Cold War when the U.S. did not have active peer rivals, the current situation of two peer rivals again demands a return to traditional practice. The Goldwater-Nichols Act stands in the way of such a return.

The Navy once produced detailed strategies such as War Plan Orange for Pacific operations before the Second World War and the Maritime Strategy for potential operations in the 1980s. CIMSEC recently covered the 1980s Maritime Strategy process in excellent detail. While many leaders today believe that the Navy and Marine Corps should not be producing strategies, where is the alternative, centralized global plan for operations against China and/or Russia? The JCS and Joint Staff don’t do strategy products. Who does, other than civilian authorities who potentially change every four years?

In conclusion, while the Navy has made great strides in understanding how it used to do strategy and how it might do so in the future, structural barriers such as the Goldwater-Nichols provisions that empowered regional commanders are impeding the naval services from again creating strategy.

Steven Wills is a Research Analyst at CNA, a research organization in Arlington, VA, and an expert in U.S. Navy strategy and policy. He is a Ph.D. military historian from Ohio University and a retired surface warfare officer. These views are presented in a personal capacity and do not necessarily reflect the views of CNA or the U.S. Navy.

Dmitry Filipoff is CIMSEC’s Director of Online Content. Contact him at Content@cimsec.org.

Featured Image: CORAL SEA (July 19, 2021) A U.S. Marine Corps MV-22B Osprey with Marine Medium Tiltrotor Squadron 265 (Reinforced), 31st Marine Expeditionary Unit (MEU), prepares for take-off aboard the amphibious assault ship USS America (LHA 6), during Talisman Sabre. (U.S. Marine Corps photo by Staff Sgt. John Tetrault)

Fostering the Discussion on Securing the Seas.