Constitution goes out to sea in Boston Harbor, August, 2012
2012 was a great year for us here at CIMSEC. As a new organization it was technically both our best and worst year. But not all posts and articles are created equally. So here are our top pieces of 2012 as determined by you, our readers, based on the number of times the articles were accessed:
As the title suggests, the article explores the various factors that led to the precipitous fall in piracy off the Horn of Africa.Humorously, the article was pirated and reprinted without attribution by an online Somali newspaper, The Somaliland Sun.
This piece envisions a hypothetical future-war scenario, based on current tech trends and capabilities, using naval drones and cyber attack to achieve tactical surprise against the dastardly nation of Orangelandia. We got a re-tweet from Pete W. Singer, author of Wired for War, which I am now making my way through.
Written by our esteemed colleague and contributor in Poland, Przemek Krajewski, this post covered the historic role and future of Poland’s Navy, and received a good deal of attention from industry analysts and those curious about the state and pace of Polish naval modernization.
One of the many top-10 articles from our popular International Maritime Satire Week (4 come from that week). When the choice is between hard-hitting analysis and satire, the people have clearly spoken. Good thing we don’t rely on ad revenues!
LT Chris Peters had the honor of taking the conn when the USS Constitution went underway under sail in Boston Harbor this summer for only the second time in 131 years. Here he describes an experience aboard Old Ironsides he’ll never forget.
There will be no Sequestration, at least for another two months, but if it does come to cuts, here’s how the Navy will pay the bills…in the world of satire.
From our partners at the Atlantic Council of Canada comes an examination of the vulnerability of economic chokepoints to maritime terrorism. Sadly not part of International Maritime Satire Week.
This article ponders a world in which Sailors are not only told what not to do, but in which ‘speed traps’ are laid to catch the unwary. Pure satire, right?
Far and away the most popular article of the past year was the fictional preview of the upcoming season of “Deadliest Catch.” Bonus: Check out the comments section to see what one of the producers of the show, Todd Stanley, thought of the piece.
If you ask Sailors in the U.S. Navy to list the most important sensors for accomplishing their mission, a likely response is the high-tech name for that fundamental, but decidedly low-tech device – the Mark I Eyeball. In light of recent developments the Mark II may well be only a short way off.
Earlier this year we reported on the conceptual developments coming out of Google’s Project Glass – Augmented Reality (AR) goggles – and began to address their potential applications for the Navy, specifically for damage control teams and bridge and CIC watchstanders. The benefits of such devices are two-fold. First, they are a way to reduce physical requirements, such as carrying or activating a handheld radio with one’s hand, or walking to a console (and perhaps using hands again) to call up information. Second, as the walk to a console highlights AR goggles can facilitate quicker data retrieval when time is of the essence, and deliver it more accurately than when shouted by a shipmate.
Yet there are limitations to AR goggles – both practical and technological.
First, for the time being, AR devices require the same (or more) data exchange capabilities as the handsets they might someday replace. For now this means WiFi, Bluetooth, interior cellular, or radio. Unfortunately, as anyone who has enjoyed communicating during fire-fighting or force protection drills can tell you, large, metal, watertight doors are excellent obstructors of transmissions. While strides have been made over the past decade, range and transmission quality will remain a challenge, especially for roving or expansive interior shipboard watchteams. While it might make sense to install transmitters in areas such as the bridge or CIC for fixed-use watchstanders, setting up transmitters and relays throughout the ship for coverage for larger watchteams is likely to be a more costly endeavor.
Second, voice recognition is integral to much of the system, yet is an imprecise interface for highlighting or selecting physical objects encountered in actual reality (“Siri, what is the distance to that sailboat? No, the other one, with the blue hull. Siri, that’s a buoy”). Some of this can be mitigated by auto-designation systems of the type already in use by most radars (“Siri, kill track 223”). However an auto-designation approach would involve cumbersome doctrine/rule-setting, run the risk of inundating the user with too much data, and still allow a large number of objects to remain outside the system – likely rendering it unmanageable for roving watchstanders.
One solution is letting a Sailors’ eyes do the selecting. This can be achieved by incorporating eye tracking into the AR headsets. Eye tracking is a type of interface that, as the name suggests, allows computers to determine exactly where, and therefore at what, someone’s eyes are looking though the use of miniature cameras and infrared light (for more on the science, read this).
As The Economist reports, the cost of using headset-mounted eye-tracking technology has halved over the past decade, to about $15,000. That’s still a bit pricey. And when the requirements for making headsets ruggedized for military use and integrating them with AR headsets are taken into account the price tag is likely to increase to the point of being unaffordable at present. But the fundamental technology is there and operational.
A third AR limitation is that cramming all of the equipment into a headset can make the device pretty unwieldy. Luckily, miniaturization of components is expected to continue apace, and one DARPA project could yield another approach (at the potential loss of an eye-tracking ability). The Soldier Centric Imaging via Computational Cameras (SCENICC) program is funding research to develop contact lenses for both AR and VR displays. As the site describes it, “Instead of oversized virtual reality helmets, digital images are projected onto tiny full-color displays that are very near the eye. These novel contact lenses allow users to focus simultaneously on objects that are close up and far away.” Such contact lenses could be ideal for providing watchstanders a limited heads-up display of the most important data (a ship’s course and speed, for example), but would need an integrated data-receiver.
Beyond AR
Both eye tracking and the DARPA contact lenses point to other potential naval uses. The Economist describes truckers’ use of eye-tracking to monitor their state of alertness and warn them if they start falling asleep. If the price of integrated headsets drops enough, watchteam leaders may no longer need to flash a light in the eyes of their team to determine who needs a cup of Joe. Already, Eye-Com Corporation has designed an “eye-tracking scuba mask for Navy SEALs that detects fatigue, levels of blood oxygen and nitrogen narcosis, a form of inebriation often experienced on deep dives.”
Naval aviation could also get a boost. A Vermont firm is using eye tracking to help train pilots by monitoring their adherence to checklist procedures. Pilots flying an aircraft from the cockpit or remotely piloting an unmanned system (aerial or otherwise) from the ground could use eye tracking to control movement or weapons targeting.
Eye tracking headsets soon available for jealous girflriends everywhere.
Likewise the DARPA lenses point to potential drone use. While the lenses are not designed to provide input to a drone – that would have to be done using a different interface such as a traditional joy stick or game controller, until (and if) integrated with eye tracking – VR lenses could provide a more user-friendly, portable way to manually take in the ISR data gathered by the drone (i.e. to see what its camera is seeing). The use for eyeball targeting/selection in naval aviation/naval drones might, however, be surpassed before it is fully developed, by dichotomous forces. One one hand, brain-control interfaces (BCIs) (as demonstrated earlier this year in China) provide more direct control, allowing users essentially to think the aircraft or drone into action. On the other hand, drones will likely become more autonomous, obviating the need for as much direct control (Pete Singer did a good job of breaking down the different drone interface options and levels of autonomy a few years ago in Wired for War).
Yet not everyone is likely to be comfortable plugging equipment into their body. So while BCI technology could similarly work for AR goggles, unless BCI use becomes a military mandate, AR headsets with integrated voice recognition/communication and eye-tracking are likely to be the pinnacle goal for shipboard use. There will undoubtedly be delays. For example, widespread adoption of near-term improvements such as voice-activated radios (or other inputs that don’t require hand-use) would temporarily upset the cost-benefit calculation of continued AR headset development. However, if industry can bring down the cost enough (and the initial reception to Project Glass indicates there could by widespread consumer demand for the technology), the future will contain integrated headsets of some sort, making the good ‘ol eyeball all the more important.
LT Scott Cheney-Peters is a surface warfare officer in the U.S. Navy Reserve and the former editor of Surface Warfare magazine. He is the founding director of the Center for International Maritime Security and holds a master’s degree in National Security and Strategic Studies from the U.S. Naval War College.
The opinions and views expressed in this post are his alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense or the U.S. Navy.
DDG 1000 – Putting the pieces together. What other components will make up navies of the future?
As a small note, will be posting to the NextWar blog only sporadically over the holiday season to give everyone some time to clean off their running rust and run off shore power for awhile. In early January we’ll resume our normal flow with something we’re calling the Maritime Futures Project.
We’ll be making predictions about the future challenges, opportunities, and technologies for maritime professionals – as well as things we’d like to see come to pass. If you’d like a great preview of what we hope to have in store, check out friend-of-the-blog, Prof. James Holmes’ post at The Naval Diplomat. The post is a reply a question about advice on the maritime investments a smaller nation should pursue. If you’d like to participate in this project, feel free to email us at director@cimsec.org.
In the meantime, from all of us here at CIMSEC, happy holidays!
OnAugust 16, 2011, the Canadian government announced the re-naming of Canada’s naval forces from “Maritime Command (MARCOM)” to its original designation, the “Royal Canadian Navy (RCN).” The last time Canada’s naval forces were known as the RCN was in 1968, when Lester B. Pearson amalgamated the three branches of the Canadian military under one command, named the “Canadian Forces.” Whatever name they operate under, Canada’s naval forces will continue to prove their importance in decades to come by playing a key role within NATO in increasingly critical waters.
Canada is proving its maritime mettle in a number of NATO operations around the world. Canadian vessels have played an active role in the NATO operation Active Endeavour. The operation was initiated on October 6, 2001, as a response to the September 11th attacks, which invoked NATO’s collective-security defence clause – Article 5. The aim of Active Endeavor is to keep the Mediterranean trade routes open and safe from pirates or terrorists, and to track and control vessels suspected of transporting weapons of mass destruction (WMDs).
Among the Canadian vessels that have participated in Canada’s portions of Active Endeavour, operations Sirius and Metric, are the Halifax-class frigates HMCS Charlottetown (FFH 339) and HMCS Vancouver (FFH 331). Most recently, Charlottetown returned to the Mediterranean in January 2012, continuing to patrol the area for suspect vessels until re-tasked to join Operation Artemis in April as part of Combined Task Force 150 (CTF-150) in the Arabian Sea. To date, Active Endeavour operations have hailed over 100,000 vessels and boarded some 155 suspect ships. Continued RCN participation in this operation not only gives Canada the capability to respond to crises in the immediate region but offers security to a region where a tremendous amount of world trade is conducted.
Another recent Canadian effort has been as part of Standing NATO Maritime Group One (SNMG1). SNMG1 is an integrated maritime force, consisting of four to six destroyers and frigates from different NATO Member and Partner countries, that plays an important part in maritime security. It normally operates in the eastern Atlantic Ocean during peace time. However since August 17, 2009, SNMG1 has been operating in and around the Gulf of Aden, a body of water that lies between the southern coast of Yemen and Somalia. The current operation, Ocean Shield, has made significant contributions to international efforts aimed at combating piracy off the Horn of Africa.
Within Ocean Shield Canadian vessels have played crucial roles. Among them, Charlottetown helped disrupt the movement of illicit cargo off the coast of Yemen. On May 5, 2012, for instance, Charlottetown successfully intercepted 600 pounds of hashish. Speaking at the changeover of Charlottetown with HMCS Regina (FFH 334) on August 19, Canadian Minister of National Defence, Peter Mackay stated, “Regina’s deployment continues our strong tradition of participation in overseas operations with our allies, while making meaningful contributions to international security and stability.” Ocean Shield is expected to end in 2014, but until then the Canadian Navy will no doubt continue to take an active role in the operation.
CDR Craig Skjerpen, commanding officer of HMCS Charlottetown, uses the “Big Eyes” binoculars to look for small boats crewed by Libyan pro-regime forces.
On March 23, 2011, NATO initiated Operation Unified Protector, under the command of Canadian Lt. General Charles Bouchard, to enforce UN resolutions 1970 and 1973 concerning Libya. The resolutions authorized NATO forces to maintain a no-fly zone and arms embargo against the Libyan government.
Both Vancouver and Charlottetown participated in the operation. On May 12, 2011, Charlottetown, along with French and British warships, engaged several Qadhafi regime small boats involved in an attack against the port of Misrata, and 18 days later came under fire from BM-21 rockets launched from shore. Meanwhile Vancouver worked alongside NATO allies to enforce the arms embargo placed against the Libyan government until its fall. As shown, Canada can and does play a leading role in NATO operations on the seas and oceans of the world.
NATO’s Arctic Future
In addition to its involvement in NATO operations abroad, Canadian vessels can perhaps play a key role in shaping NATO’s Arctic policy. As the Arctic becomes more navigable, there will be much more traffic in the region, commercial and military, which will necessitate a stronger RCN presence. On June 3, 2010, the Canadian government announced its new National Shipbuilding Procurement Strategy (NSPS). This strategy will see $35 billion dollars spent to construct both large and small combat vessels. Among the first batch of vessels slated for delivery are the Arctic Offshore Patrol Ships in 2018. These vessels are seen as fundamental to securing Canada’s security and sovereignty in the Arctic.
The Canadian government was initially quite bellicose in its rhetoric regarding Arctic sovereignty, but more recently that stance has softened. The number of speeches mentioning new science and economic endeavours are outnumbering those proposing military bases, for example. However, in leaked US cables dating from 2010, Canadian Prime Minster Stephen Harper apparently cautioned NATO Secretary General Anders Fogh Rasmussen that NATO had no role in the Arctic and any such moves would only serve to increase tensions with Russia. According to the cable the PM commented that there is, “no likelihood of Arctic states going to war, but that some non-Arctic members favored a NATO role in the Arctic because it would afford them influence in an area where they don’t belong.”
In fact, there are plenty of reasons to get NATO involved. While a war among Arctic nations is indeed a far-fetched and unlikely event, there are other considerations to take into account. First, as the Northwest Passage becomes more easily navigable, experts predict the route may become the busiest waterway in the world. As the passage sees increased commercial traffic, a greater military presence will be required to inspect passing vessels for illicit or dangerous cargo, and to enforce possible environmental regulations.
Furthermore, Russia, the other major player with a massive interest in the Arctic, is already militarizing the region. Over the past few years, Russian air and submarine activity in the Arctic has reached levels not seen since the Cold War. It has even re-opened its old airbases on frozen archipelagos located above the Arctic Circle. Since Canada’s Arctic forces at current can’t hold a candle to Russia’s, a simple solution would see Canada include all NATO allies in current discussions taking place in the Arctic Council. This would be followed by working closely with all NATO allies to establish a new force primarily dedicated to the Arctic. This new force would naturally include the new Canadian vessels being built to operate specifically in the region. Such a move would no doubt give Canada a leading role in the matter considering the country’s proximity and forward position in the region. Why wait until Russia has moved deeper into the region and takes advantage of slow-moving talks in the Arctic Council?
Canada has already proven that it is a power on the oceans and seas of the world by aiding in counter-terrorism operations, anti-piracy operations, and naval warfare operations. It can be proud of its RCN and the contributions and leadership it provides to both past and present NATO operations. Now, however, is the time to codify a new role for the RCN for the new century – the Arctic. This of course, is solely in the hands of the Canadian government. All it has to do is reach out and include its NATO allies.
