Father Fernando Oliveira: A Pioneer of Naval Strategy

By CDR Luis Nuno Sardinha Monteiro, Portuguese Navy, for our Forgotten Naval Strategists Week

“Good war makes good peace”
In “Art of War at Sea” (Part I, Chapter 1)

Introduction

The Discoveries Era, a period of expansive exploration initiated by Portuguese navigators, prompted the emergence of a structured naval thinking in the 16th century. This originated mainly in the Mediterranean countries (specifically France, Italy, Portugal and Spain). Among the works produced at that time stands out a treatise written in 1555 by Portuguese Priest Fernando Oliveira, entitled “Arte da Guerra do Mar” (“Art of War at Sea”). It addresses, in a truly comprehensive and integrated way, a wide range of nautical and naval warfare issues, but it goes beyond a mere tactical and operational perspective, revealing a strategic vision with regard to the engagement of navies at the service of national interests, as well as other innovative strategic insights.

Life

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Fernando Oliveira was born circa 1507 and at the age of 10 entered a Dominican Convent, where he acquired the humanist values manifested in his writings. In 1536, he published a grammar of the Portuguese language. This was his first book and also the first Portuguese grammar ever published.

Oliveira was a venturesome man, with a profound love of seafaring. Therefore, he took every opportunity to get underway, be the ships Portuguese, French, English or Spanish. Sometimes Oliveira volunteered as chaplain, but most of the time he was hired as pilot, due to his extensive knowledge and experience of nautical sciences. Every now and then these ships engaged in naval combat and he was even taken prisoner on several occasions.

Oliveira parlayed his vast experience at sea to produce seminal treatises on nautical and naval warfare issues. Besides the already mentioned treatise “Art of War at Sea” (published in 1555), he also wrote:

  • An encyclopedic treatise dated circa 1570 and entitled “Ars Nautica” (“Art of Navigation”). This work was written in Latin and has three parts: one about navigation, another about naval construction (the first known scientific work on this topic), and a third addressing generic navies’ logistical and administrative matters;
  • A companion work on naval construction, written around 1580 in Portuguese and entitled “Livro da Fábrica das Naus” (“Book on the Building of Ships”);
  • A book entitled “História de Portugal” (“History of Portugal”), written probably in 1581.

With regard to naval strategy, Oliveira’s keystone work is “Art of War at Sea”, which is therefore the main subject of this text and from which all citations contained in this article have been taken.

“Art of War at Sea”

cover“Art of War at Sea” has one prologue and two parts, each of them containing fifteen chapters. It addresses a broad array of topics, such as naval construction, ship’s commissioning, navigation, seamanship, meteorology, oceanography, logistics, recruitment, training, education, command skills, maritime ceremonial and intelligence.

To illustrate his ideas, Oliveira often recalls warfare episodes from the Classical Era (ancient Greece and Rome) and from the Discoveries Era (with a focus on episodes of the Portuguese history).

In Chapter 14 of Part II, Oliveira lists 39 “general rules of war” that summarize and synthetize most of the issues covered in the book. These are very simple aphorisms, such as “better order than multitude” (stressing the value of military organization) and “war requires fairness and deceit, truth and lie, cruelty and pity, preserving and destroying” (noting the contradictory nature of war).

There is only one copy of the original treatise, which is at the National Library of Portugal, in Lisbon. However, the book has been republished four times: in 1937, 1969, 1983 and 2008. The most recent editions include a facsimile of the original 1555 edition.

Influences in “Art of War at Sea”

Oliveira was an erudite and cultivated person, who was inspired by the classical authors, as was characteristic in the Renaissance. His main reference for “Art of War at Sea” was the Roman writer of the 4th century Publius Flavius Vegetius Renatus, commonly referred to simply as Vegetius. Vegetius wrote “De Re Militari” (“Concerning Military Matters”), a treatise about warfare and military principles, which explained methods and practices used during the Roman Empire. In “Art of War at Sea”, Oliveira mentions Vegetius twenty eight times, and one of his most well-known maxims (“If you search peace, study war”) seems directly derived from Vegetius’ dictum “Qui desiderat pacem, praeparet bellum” (“He who desires peace, prepare for war”).

The other main influence in “Art of War at Sea” is St. Augustine, who lived in the 4th and 5th centuries. St. Augustine was a notable theologian and philosopher, who – among other seminal contributions to western Christianity and philosophy – helped crafting the “just war” theory. According to St. Augustine, Christians should be, by the very nature of their faith, against war. However, he considered that the pursuit of peace should always include the option of going to war (a “just war”) if that was the only option to prevent a grave wrong. Oliveira, as a man of the Catholic Church, also believed firmly in “just wars” and dedicated a whole chapter to this issue. Invoking St. Augustine, he defines “just war” as “the one that defends a people from those who want to offend it without reason or the war that punishes the offenses to God” (Chapter 4, Part I). He also considered that “the war of Christians that fear God is not bad, it is full of virtues, because it is done with a desire for peace, without greediness nor cruelty, as a punishment to the bad and relief of the good” (Prologue).

Strategic Thinking

“Art of War at Sea” reveals a reflection upon the importance of naval power as the key to maintaining a mighty empire, such as the Portuguese, with territories and possessions in all five continents.

In the 16th century, the concept of “naval power” had not been introduced. Nevertheless, a careful reading of “Art of War at Sea” shows that Oliveira used the expression “war at sea” with a meaning that encompasses all the aspects of military organization for sea warfare, including construction, commissioning, training and operation of warships, i.e. very similar to what would later be defined as “naval power”.

In the prologue, Oliveira emphasizes the importance of “war at sea” (i.e. “naval power”):

“In particular for this land’s men, that now use the sea more than any others, thus acquiring high profit and honor. (…) Nurturing this war [i.e. this power], Portuguese people have gained lots of wealth & prosperity (…) & have gained honor in a short period of time, as no other nation in longer periods” (Prologue).

In the 3rd chapter, Oliveira returns to this idea that nations must defend their interests at sea through the use of naval power. He emphasizes that maritime security must not be taken for granted, reiterating the importance of naval power to preserve political and economic interests:

“Because the sea is very licentious (sic) and men cannot avoid using it to trade, to fish and to other purposes, taking supply and profit from it, it is essential to safeguard it, through fear or severe punishment. (….) Due to all these reasons, it is necessary to have navies at sea, that safe keep our coasts and passages and that protect from the surprises that can storm from the sea, which are much more sudden than the ones coming from land” (Chapter 3, Part I).

In addition, I would like to briefly present some of the perennial strategic principles than can be found in Oliveira’s work and illustrate each of them with a citation from “Art of War at Sea”.

  • Importance of readiness at sea: “Promptitude gives victory to the diligent and negligence defeats the careless”.
  • Importance of the surprise factor: “Sudden attacks terrify the enemies, but expected encounters do not frighten them”.
  • Time as a fundamental element of strategy: “There is a time to engage in battle, when we have an opportunity or when the advantage is on our side”.
  • Space as a fundamental element of strategy: “The location is often worthier than the force”.
  • Importance of deception: “Let us dissimulate as much as we can, so that we will be taken as liars”.
  • Importance of intelligence: “As important as covering our intentions, is trying to know the opponent’s”.
  • Importance of unity of command: “It is necessary that man of war have a head (…) and one that commands over everyone”.

Finally, another characteristic of Oliveira’s thinking was his backing of the use of naval power for spreading Christianity. In fact, he praised the Portuguese Discoveries as to “allow multiplying the God’s faith & the salvation of men” (Prologue).

Conclusion

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Although written more than 450 years ago, Oliveira’s “Art of War at Sea” is a very comprehensive work, addressing the various elements related to the building up, organization and employment of naval power. Oliveira sought inspiration in the doctrines of Classical authors and in the philosophy of Church thinkers, innovating in the conceptualization of the use of naval power as an instrument to serve the political goals and the economic interests of his country. He was a man ahead of his time, establishing some of the basis of modern naval strategy.

Father Fernando Oliveira anticipated notable strategists such as Alfred Thayer Mahan, who (350 years later) brilliantly theorized about the influence of sea power upon history and its importance, to enhance nations’ wealth and prestige. It is interesting to note two other similarities between Oliveira and Mahan: (1) both resorted extensively to history, choosing specific episodes to illustrate their ideas; (2) both were very religious Christians (although Oliveira was Catholic and Mahan Protestant), having views consistent with the theories of “just war” and advocating the use of naval / sea power to disseminate Christianity.

Unfortunately, “Art of War at Sea” did not have the international projection it deserved and Oliveira remains an obscurity. That can be partially explained because his treatise was written in ancient Portuguese and was never translated to another language. Hopefully, that shortfall is about to be overcome, since my countryman Tiago Maurício is currently translating Father Fernando Oliveira´s “Art of War at Sea” to English. This may allow that treatise getting the attention it deserves, due to its historical value, to the broad range of issues addressed and to its strategic insights – much of which are still valid in the 21st century.

Luís Nuno Sardinha Monteiro is a Commander of the Portuguese Navy. He was Commanding Officer of the fast patrol craft “Dragão” (1992-1994) and of the Portuguese sail training ship “Sagres” (2011-2013). He holds a MSc and a PhD in Navigation Technology, both from the University of Nottingham (UK). He published several books and papers on navigation and naval / maritime strategy. He is currently serving at NATO’s Allied Command Transformation, in Norfolfk (USA).

 

 

Sea Control 54 – Innovation, Littorals, and Unmanned at NPS

seacontrol-birthdayWe cover the Warfare Innovation Workshop at the Navy Postgraduate School – hosted by Navy Warfare Development Command (NWDC) and NPS’s Consortium for Robotics and Unmanned Systems Education and Research (CRUSER).  For today’s episode, we are joined by two guests – CAPT Jeff Kline (USN Retired), Chair of Warfre Innovation for the (NWDC) and Lyla Englehorn, the Director of Concept Generation for Consortium for Robotics and Unmanned Systems Education and Research (CRUSER).

DOWNLOAD: Sea Control 54 – Innovation, Littorals, and Unmanned at NPS

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The Future of Seawater: Fuel for the Fleet

The US Navy recently announced that it successfully converted sea water into fuel and that it used it to fly a model plane. The aim of this technology is, of course, to give ships a self-sustaining power source and to make the Navy less dependent on fuel imports.

US Navy Vice Admiral Philip Cullom, declared the project to be “a huge milestone for us. What is just absolutely revolutionary about [this technology] is that, if you no longer have to worry about where that oiler is, you remove so much of the vulnerability that we have at sea.”

According to the Department of Defense, the ability to harness this new technology would allow ships to always be operational and eliminate the need to refuel at sea.

Indeed, it would prove very helpful in time of conflict: the vessel would not spend time away from the mission by returning to land to re-fuel, which is particularly helpful when surrounded by hostile forces. Furthermore, fuel supplies constitute a good target during conflicts.

Turning sea water into fuel: how does it work? 

Seawater is a very attractive energy source, since it contains much higher concentrations of CO2 than air. And, obviously, it is very abundant. The new technology developed by the Navy uses a gas-to-liquid process, which at the same time recovers carbon dioxide (CO2)  from seawater and concomitantly produces hydrogen (H2), the building blocks of hydrocarbons. Dr. Heather Willauer, a research chemist at the Naval Research Laboratory (NRL), explains the chemical process: “Using an innovative and proprietary NRL electrolytic cation exchange module (E-CEM), both dissolved and bound CO2 are removed from seawater at 92 percent efficiency by re-equilibrating carbonate and bicarbonate to CO2 and simultaneously producing H2. The gases are then converted to liquid hydrocarbons by a metal catalyst in a reactor system.” First, the CO2 and H2 are converted into unsaturated hydrocarbon starter molecules called olefins using an iron-based catalyst. Next, these olefins are converted into a liquid containing larger hydrocarbon molecules with a carbon range suitable for use in jet engines by polymerization.

While the Navy successfully tested this new technique on a model aircraft, it will require time and an enormous investment from the American government before the Navy is able to solely use salt water as fuel. Regardless, Dr. Willauer is very optimistic:  “This is the first time technology of this nature has been demonstrated with the potential for transition, from the laboratory, to full-scale commercial implementation.” According to her, this technology could potentially produce jet fuel which may only cost approximately three to six dollars per gallon.

Furthermore, the team claims that its technology removes CO2 at 92% efficiency, which is far superior to previously developed techniques for CO2 recovery from seawater. It also declared that it can convert about 60 percent of the extracted gases into hydrocarbons which can then be processed into jet fuel.

Fossil fuels are currently the only obvious energy source capable of powering the system. However, coupling this system with a renewable energy source that drives CO2 recovery could potentially allow this process to be very sustainable in the long-term.

More dead seas tomorrow? 

For the moment, companies are more interested in desalinating sea water for use as drinking water rather than using it as a fuel source. However, current desalination techniques use a huge amount of energy. Indeed , energy consumption can account for up to 70 per cent of the desalination costs. This is almost incredible: the global production of desalinated water uses approximately 75.2 terawatt-hours  (1012 watts) of electricity per year, which is enough to power about  7 million homes.

This is the reason why GE and Aramco Entrepreneurship have just launched an open global technology challenge aiming at finding solutions to improve the energy efficiency of seawater desalination. This $200,000 challenge will be awarded to four winners with a prize of $50,000 each, and the two companies may invest towards commercialization of the best ideas.

The Director of Aramco Entrepreneurship, Nabil Al-Khowaiter, explains that “finding a more efficient method of desalinating seawater will be a game-changer in our collective pursuit of a more sustainable energy future across the globe. Due to increased water scarcity, countries around the world are poised to rely more and more heavily on desalination as a means to provide fresh water. Aramco Entrepreneurship is partnering with GE not only to identify new solutions to lowering desalination costs, but also to invest in and attract new technologies and industries to Saudi Arabia.”

Beijing supplied by seawater in 2019 ?

 Saudi Arabia is not the only country interested in desalinated sea water. Wang Xiaoshui, desalination department director at Beijing Enterprises Water Group announced that desalinated seawater will supply domestic tap water of a third of Beijing’s inhabitants from 2019.

In 2013, the Chinese company researched and developed its own reverse osmosis membrane technique. Beijing Enterprises Water Group had already started desalinating seawater in March 2012 and it transported 50,000 tonnes of freshwater from the coastal city of Caofeidian to Beijing and Tianjin. The group has a 1-million-ton desalination project under construction in Caofeidian, in the district of Tangshan in the Hebei Province.  Liu Fushun, Deputy General Manager, declared that this project is to be completed by 2019.

Ma Jun, director of the Institute of Public & Environmental Affairs in Beijing, explains that the Chinese capital has suffered from droughts since 1999. Desalination can help relieve the water, but he warns that this process can also cause pollution. “In the long term, the eventual solution is to save and recycle used water at the consumer end,” he said.

Sea water for cooling buildings

Sea water is already popular in the South Pacific where it is used for cooling buildings.

In French Polynesia, the InterContinental Hotel in Bora Bora is, since 2006, the first private building to be cooled entirely with Sea Water Air Conditioning (SWAC). This system uses deep cold seawater that replaces the energy-intensive central refrigeration systems which chilled water to provide air conditioning in buildings.

This system has now become very popular in Hawaii. Jan War, Operation Manager at the Natural Energy Laboratory of Hawaii Authority, declares that SWAC is “an underutilized technology. Because of the cost of fossil fuels, more and more people are realizing they have a resource underneath their feet.”

Several large municipalities, including Toronto and Stockholm, also switched from traditional cooling systems to seawater systems.

So, might sea water really be the energy of the future?

Alix is a writer, researcher, and correspondent on the Asia-Pacific region for Marine Renewable Energy LTD. She previously served as a maritime policy advisor to the New Zealand Consul General in New Caledonia and as the French Navy’s Deputy Bureau Chief for State Action at Sea, New Caledonia Maritime Zone

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The Elephant at Sea: China’s Naval Outlook

A Brief Overview of China’s Naval Outlook

Naval supremacy is one of the oldest forms of projecting national power. For millennia, the ability to operate well beyond a country’s coastal waters has provided nations with unmatched security. Aircraft carriers multiply naval supremacy exponentially, providing a navy with floating bases, thereby relinquishing any dependence on other governments or local bases. Both practically and symbolically, the aircraft carrier has been central to American power projection over the six decades during which it has dominated the Pacific – but it is those same vessels that are now under threat from China’s vast new array of missiles.

Throughout the history of carrier aviation, it has been said that the first thing a President asks during times of crisis is: “Where is the nearest aircraft carrier?” The U.S. has had a naval presence, including aircraft carriers, in the northwestern Pacific Ocean for over half a century. Beginning with the defeat of Japan in World War II, the U.S. Navy has treated these waters as their own. It has used its unmatched naval power to implement a rules-based international system oriented toward the promotion and preservation of free trade, freedom of navigation, and the democratic rule of law. This dominance was accelerated in 1972 when the U.S. endorsed China’s return to the family of nations, thereby implicitly leading to China’s acceptance of American military dominance in Asia.

While there have always been Chinese antagonists to American naval dominance in the Pacific, one would find it difficult to argue that American dominance in the region has not led to the most stable and prosperous period of China’s modern history. That said, many proponents of China’s imperial ambitions assert that America’s role in the Pacific is crumbling, as China vows to recast its historic military and political might in the region.

Today, China is especially concerned with the security of its seaborne commerce in the area it calls the Near Seas – the coastal waters that include the Yellow, East China, and South China Seas. As such, China is beginning to implement a strategy to exert increased control over the Near Seas, pushing the U.S. Navy farther and farther east. In doing so, China is launching a profound challenge to the U.S.-led order that has been the backbone of China’s own modern economic success.

American military strategists assert that for the past 20 years China has been expanding its military with a keen focus on investments in its “anti-navy” – a series of warships, silent submarines, and precision missiles specifically designed to prevent the U.S. Navy from operating in large areas in the northwestern Pacific Ocean. As Dennis Blair, a retired U.S. Navy admiral who was the commander of U.S. forces in the Pacific region states: “Ninety per cent of [China’s] time is spent on thinking about new and interesting ways to sink our ships and shoot down our planes.”

Some observers believe China wants its naval capabilities to perform as an anti-access/area-denial (A2/AD) force—a force that can deter U.S. intervention in a conflict in China’s Near Seas region, or at a minimum reduce the effectiveness of intervening U.S. forces. That having been said, China currently does not possess a fully operational aircraft carrier – though it is expected to have one in service by 2015.

The U.S. Pacific Fleet, on the other hand, is the world’s largest fleet command, encompassing 160 million square kilometres and consisting of approximately 200 vessels. Of these, two are aircraft carriers.

The U.S. has not lost an aircraft carrier since the Japanese sank the USS Hornet during the Battle of the Santa Cruz Islands in 1942. Today, the mere thought of an aircraft carrier being vulnerable could be enough to restrict its use, as the loss of a carrier would be an unfathomable psychological defeat to American naval prestige and credibility – akin to a Pearl Harbor or 9/11. These sentiments are beginning to be realized in the Pentagon, as a new concept of fighting wars at sea is taking shape.

AirSea Battle, inspired by the AirLand Battle concept, is an integrated battle doctrine that officially became part of U.S. grand strategy in February 2010. The purpose of this doctrine is to shape U.S. military power in such a way as to better address asymmetrical threats in the northwestern Pacific and Persian Gulf – in other words, China and Iran.

By weakening the U.S. Navy’s presence in the Pacific, China hopes to undermine America’s alliances with other Asian countries, thereby reshaping the balance of power in the region. If U.S. influence does indeed decline, China would be in a position to quietly assume a leadership position in Asia, giving it much greater sway over the rules and practices in the global economy. The future of global security hinges on the floating of two vessels in the Pacific, for if one American aircraft carrier were to be sunk, the balance of power would be dramatically altered.

Jasen Sagman is a Junior Research Fellow at the NATO Council of Canada where he writes as part of the Maritime Nation Program. Currently pursuing a Master of Arts in Global Diplomacy from the University of London, SOAS, he also holds an Honours Bachelor of Arts in Political Science from the University of Toronto. He has previously researched for the Jerusalem Centre for Public Affairs and the Chair of Canada’s House of Commons Standing Committee on Foreign Affairs and International Development.

Fostering the Discussion on Securing the Seas.