Archive for the 'Naval Institute' Category
We have lost a truly great one. Military Historian and analyst Sir John Keegan, OBE, has died at the age of 78.
The Telegraph announced the death of this nonpareil author and military historian. No serious student of the Profession of Arms should fail to read Keegan’s seminal work, The Face of Battle, nor many of his other numerous and superlative works, including The First World War, The Second World War, Six Armies at Normandy, and The Price of Admiralty.
Keegan’s genius in explaining the incomprehensible, warfare, at all its levels, was simply remarkable. His was a once-in-a-century intellect, and he shall be missed.
Russia has been increasing the reach of its navy in recent years, sending warships further afield as part of an effort to restore pride project power in a world dominated by the U.S. military.
That throws a wrench in our Maritime Strategy, it would seem. Or does it? What should our reaction be, militarily? And what, diplomatically? Should there be any?
It seems that USNS Rappahannock has fired on a small craft that ignored warnings and closed with her in the Persian Gulf. From the NBC News article:
The crew aboard the Navy ship sent out repeated warnings, including radio calls, flashing lights, lasers and ultimately warning shots from a 50-caliber machine gun. When the boat failed to heed the warnings, the crew was ordered to open fire with the 50-caliber gun.
It will be critically important that US civilian and military leadership emphasizes the above, and plasters images and accounts of USS Cole all over the news immediately and persistently for the next several weeks. We should be very proactive in letting the world know that there is a terror threat to US warships and auxiliaries posed by small craft, and any such vessel that ignores the warnings as were summarized above will be fired upon and destroyed.
We mustn’t begin the oh-so familiar course of meekly apologizing for having to kill those who threaten us. If we do, we will see many more actions such as this, likely designed to cause us to fit ourselves for ever-tighter handcuffs and more restrictive rules of engagement in combat on land and sea, which the enemy will use to increasing advantage to exploit his strengths and our weaknesses. On the contrary, we must be firm and aggressive with our reaction to the incident. Actions without strong narrative are subject to interpretation.
If the United States, and in particular the United States Navy, has any sense of true ‘strategic messaging”, we will let the rest of the world know that, should another small craft ignore similar warnings, it, too, will be fired upon. And any death or injury that results from such incidents is the responsibility of those who willfully ignore the warnings, and on those who likely have sent them.
This post is part of a group covering a Lockheed Martin media event for the F-35 Lightning II. For an analysis of the fighter’s potential as an unmanned aircraft, visit news.usni.org. For my discussion of the Joint Strike Fighter as an international acquisitions program, visit the NextWar blog at the Center for International Maritime Security.
The F-35 Lightning II, also known as the Joint Strike Fighter, has seemed to be the third rail of defense acquisitions. The aircraft program’s costs and operational role have been thoroughly discussed both here and elsewhere. When USNI kindly offered me the opportunity to represent them at a Lockheed Martin event, I felt daunted by the volumes of ink spilled to date on the subject. But, I think the JSF program as suffered from polemic coverage and needs some measured commentary. I learned a lot and hope this knowledge serves as an antidote to the vitriol surrounding this aircraft:
- Whatever its costs and however well the F-35 does or does not fit American strategic and operational interests, nobody says it isn’t an impressive aircraft in its own right. This is a point worth saying out loud. At one point, we were shown infrared video from a test flight. We could see on the camera an outline of a Joint Strike Fighter on the tarmac – that was the place where the aircraft was parked 45 minutes before. The F-35 could sense the difference in solar heating of the runway caused by the aircraft’s shadow after that amount of time – incredible! While I think President Eisenhower’s statements on the military-industrial complex are worth heeding, America and its partners are pioneering impressive new technologies to increase our military capabilities. The bottom line: how can we best leverage the capabilities of the F-35 in a continually evolving threat environment? And how can we use technologies pioneered in this program to support other platforms? Answering these questions would allow the United States to recoup more of its significant investments in this program.
- Lockheed was open to discussing the different cost estimates of the program. I was expecting to have a certain figure placed in front of me. But Sam Grizzle, Lockheed’s Director of Communications for Aviation, admitted on the subject of costs that “other folks may come up with a different number.” This transparency impressed me. Further, Lockheed employed an interesting defense of the JSF program’s cost. We often compare the JSF to other acquisition programs in the present or to similar ones of the past. Essentially, they argued that you would have to compare the JSF program to whatever alternative DoD would have pursued (each service independently pursuing different strike fighters, for example). It’s difficult to prove a negative – so we ultimately can’t know whether a different program might have been a better alternative. I can think of many counter-arguments to this line of reasoning, but they only made my head hurt. Ultimately, people with differing views on the cost of the program will continue to circle each other in a rhetorical dogfight, but the aircraft is in production and so I think that discussion is moot for those in uniform. Our civilian government will make financial choices to meet our national priorities. A very interesting dialogue does remain, however, on how the aircraft will be employed, and this is where we as a community can contribute – Galrahn has some interesting thoughts on the JSF as a command and control platform and I wrote a piece on unmanned JSF’s for news.usni.org.
- Many have noted that the Navy’s F-35C has a single engine like all other variants – at first blush, this lack of redundancy would give me pause if I were alone over the ocean at night. But the F-35’s engine is shrouded as a stealth measure. I asked Lockheed officials whether this might mitigate foreign-object damage and increase the engine’s resiliency. They said, “That’s an interesting question.” I was surprised that they hadn’t studied this in detail. The bottom line: is the F-35’s single engine more reliable and survivable compared to past engines? Claiming that two engines are better because that’s how we’ve done it in the past is flawed reasoning. It’s also neglects our history, as many of the retired fighter pilots in the room reminded me. In 1958, the Navy was deciding between the single-engine Vought F8U-3 and the twin-engine McDonnell F4H. The safety record of twin versus single-engine airplanes was examined and determined to not be a deciding factor. The only twin-engine airplane at the time was the A3D Skywarrior, which had two engines because it was too big to be powered by only one. At 40,000 lbs. of thrust, the JSF doesn’t need two engines by this measure. Also, looked at from a different side, having two engines simply doubles the chance that one fails. There are control and stability issues on one engine and it’s unclear whether a dual-engined JSF could reasonably make a carrier landing on a single engine. Personally, I’d like to see more data – and anyone wanting to have a reasoned discussion of this issue should as well.
- I learned a lot about the international program, which I’ll cover extensively at the other blog I contribute to, CIMSEC’s NextWar blog.One interesting note: the event showed USNI’s influence in stark relief. Once the floor was open for questions, the first two focused on the Chief of Naval Operations’ recent Proceedings article “Payloads over Platforms.” These questions weren’t from me, but from bloggers from other venues. It was a moment that underscored how much the Naval Institute frames the discourse on maritime security.
Lockheed was reluctant to discuss the piece, at one point Lockheed’s Bob Rubino joked “CNO’s article? Didn’t see that…” Many have taken the CNO’s piece – especially his discussion on the limitations of stealth – as an indictment of the F-35 program. But if you read the piece closely, I think a better summary would be that stealth is important, but isn’t the sole determinant of a successful aircraft.
The Joint Strike Fighter inspires strong feelings in both supporters and detractors, and so it’s difficult to have a measured discussion of the program. What’s clear is that the Navy, the United States, and many allies and partners are counting on the program’s success. After today, any discussion of the program that isn’t constructive towards that end holds little interest for me.
It would seem that the word “solidarity” doesn’t mean what it used to.
Turkey, a long-time member of NATO, invoked Article 4 of the Charter, which calls for emergency consultation of all 28 member states, in response to the Syrian downing of an RF-4E reconnaissance aircraft. While not as serious as Article 5, which is invoked in the defense of a NATO ally that has been attacked, Article 4 has generally been seen as a preliminary to discuss options short of armed response. Turkey had threatened to invoke Article 4 back in April, when a cross-border incident in a refugee camp left five people, including two Turkish officials, dead.
From the meeting in Brussels, all Turkey got was the expected condemnation and the assurances of NATO togetherness. Turkey may have been expecting little else. Which is a good thing. In the case of Turkey and Syria, NATO is contemplating no such thing as armed intervention, or intervention of any kind. Not least of which because of Russia’s stance and Putin’s support for Syria’s embattled Assad, combined with the general and embarrassing lack of credible capability demonstrated by NATO in Libya last year.
Despite a WAPO article with some speculation that NATO would consider sidestepping the UN and a certain Russian veto for real action against Syria, the chances of such a sidestep are virtually nil. Turkey knows that, Russia and Syria (and Iran) do, too. Making invocation of Article 4 a symbolic gesture by Turkey toward an increasingly impotent NATO, whose only action was to “condemn in the strongest terms”. I am reminded of one of my favorite Daffy Duck lines. “I will do everything in my power to help you. Which will be nothing!” The rather unimpressive response to Turkey’s Article 4 declaration bodes ill for any NATO member that might possibly wish to invoke Article 5, particularly if Putin and Russia wait in the wings.
Visegrad Group, anyone?
A couple weeks ago I wrote a blog piece that asserted that the naval conversation has lost a vital piece, tactics. We as a naval service have focused the professional dialog on the strategic level while the tactical level has largely been neglected. I got a good response to the piece but one frequent criticism that I received was that many believe the discussion of tactics belongs in the classroom and wardroom, but not the open forum. I disagree. The navy has many schools that focus on sharpening tactical skills. These schools, in combination with vibrant discussions in wardrooms and ready rooms around the fleet can effectively cover the tactical baseline for each community; however, the connective tissue, that forms the bridge between communities, known as Fleet Tactics, is left completely void.
“Trackin Devil Dog, Good to go, Err, Hoorah.”
The Marine Corps perhaps is the best example of a cohesive fighting force. Because every Marine is a rifleman and all the officers went through TBS, they are able to speak the same language and anticipate the actions of their fellow Marines, whether they are in the air or on the ground. This is a trait that distinguishes them and makes them a much more deadly force than they would be as individual units. By contrast, we as a naval force speak different languages and have no common experience or training to connect us. Each community studies its own tactics, some more than others, but none fully understand what to expect from our brethren in the other communities.
As a SWO I would love to say that every Naval Officer should be a ship driver but that is impossible for many reasons, least of which that we do not have enough ships to facilitate it. However, there does need to be some common thread, some common tactical language that can be fused together so that the Navy, if required, could move forward as one Fleet and know exactly what to expect from the other units in the force, without having to have them explicitly stated in a 300 page OPORD.
It starts with a Conversation
I believe that void, that deficiency in training, can and should be filled in part by a robust professional tactical discussion that could occur fleet wide. Not only can we as a naval service step up and have a more robust conversation that brings in junior and senior officers alike, but can come together as one so that aviators understand and predict what the SWOs are going to do in a tactical engagement, and SWOs understand what the Submariners are going to do etc.
This dialog does not have to be in Proceedings or on a blog. I would argue that at one point in naval history this void might have been filled by discussions that happened around a pint in the officer’s club. Whether this dynamic discussion happens in print, in symposiums, around the wardroom, or in a new school, the crossing of those barriers is vitally important and is something to be aspired to. Now that the money is drying up, we have to be more effective with what we have, and the best way for us to be more tactically effective is to be a more cohesive fighting force. That means that we need to double down on Fleet Tactics.
LT Robert McFall is a Surface Warfare Officer that did two tours on USS WINSTON S. CHURCHILL. He is currently the Vice Chairman of the Editorial Board of the United States Naval Institute and on the Board of Directors of the Surface Navy Association.
Navy Lt Kurt Albaugh’s recent piece (“The Return of the Privateers”) at news.usni.org is valuable in the discussion about an old concept made new in response to the challenge of Somali piracy off the Horn of Africa and the Indian Ocean. The private sector is adapting to new markets. In this case, a private security industry has emerged to address the needs of the private sector’s threat by pirates, especially in that region of the world.
Appropriate terminology is the first step in understanding this issue. Privateers were ships authorized by states to engage in armed conflict against another state’s commerce. Letters of marque were issued by a state to formalize that authorization. They were considered such an integral part of naval warfare that the founding fathers included that specific power for Congress in Article 1, Section 8 of the U.S. Constitution. During the War of 1812, for example, the U.S. government with a small navy of approximately sixteen ships at the war’s outset, issue some 500 letters of marque to privateers which, subsequently, captured more than 1,300 British prizes (see Charles Brodine, “The War’s Pervasive Dimensions,” Naval History, June 2012). Letters of marque were later issued by the independent Republic of Texas in the 1830s and the Confederate States of American during the Civil War. The Treaty of Paris (1856) (see “Contracts of Marque,” Proceedings, November 2007) ending the Crimean War banned the use of privateers by the war’s combatants. The U.S. later signed the Hague Convention of 1907 signaling its own end to the use of privateers.
Consequently, the term “privateer” is not an entirely accurate reflection of today’s emerging maritime security industry since the companies are a) not hired largely by states and b) not engaged to seek out and capture or destroy enemy commerce. The current termed that has gained acceptance is “PCASP” – Privately Contracted Armed Security Personnel. This includes both the armed guards hired on board ships and as well as a subset of the maritime security industry.
The proposed Convoy Escort Programme, a private naval force underwritten by Lloyds, despite indications otherwise in the past several years appears poised to finally materialize. This concept is not new. Since 2007, when piracy began to emerge as a threat to shipping at first in the Gulf of Aden, several firms have claimed they had or intended to buy ships. While the former Blackwater was the first to produce a ship – the former NOAA ship McArthur – it arrived in the Red Sea without any clients and the ship never provided protection to commercial clients as intended. Other firms, including U.S. and French companies, made bold assertions that they had many boats at the ready, but upon investigation none existed and the stories rapidly changed. (see “Private Security Companies and Piracy,” Jane’s Intelligence Review, March 2009). Several companies have, however, had platforms in the region including Protection Vessels International (PVI) which has operated three escort boats on a consistent basis. Other firms have also emerged providing logistics platforms such as “floatels” (floating hotels).
The response to piracy has included both state navies and a far more robust response from the shipping industry including improvements to Best Management Practices as well as the reluctant acceptances of on-board armed guards. State navies have existed for thousands of years and control of the seas were determined by battles such as Salamis between the various Greek city-states and the Persian Empire or Actium between the competing Roman and Egyptian forces. But, on occasion, usually out of necessity, states and shipping companies (such as the East India Company) have turned to the private sector, right or wrong, to supplement their numbers or address other shortcomings.
Lt. Albaugh piece echoes the fundamental questions of accountability, rules of engagement (or in PCASP parlance “use of force”), and interests of the state – or more appropriately the shipping companies, are important. These and other questions are being debated but the answers are by no means set. Finally, the market itself may change as radically as it has in the past five or six years.
With some 20,000 ship transits in the Gulf of Aden annually, the opportunities for maritime security companies seemed encouraging, but the actual number of vulnerable ships to pirates is far less depending on the speed and ship structures which are both preventative to most attacks. Six years ago, only six to twelve firms offer armed maritime security guards (according to my co-editor on “Maritime Private Security”). Today the Security Association for the Maritime Industry (SAMI) has over 120 firms as members. Some estimates suggest the number of firms is higher than 200. Arguably not every firm has the same capability, offers the same services, or is as robust as others. Some may simply be an individual through whom other contracts and resumes are processed. The number of Gulf of Aden transits will not markedly increase. With the proliferation of PCASPs and the decreased number of successful attacks (primarily due to armed guards), it is possible that if these conditions hold the market in that region has been saturated, that opportunities with it will diminish and marginal PCASPs with no other choice than the leave the market or to find other markets, should they arise, such as the Gulf of Guinea.
Lieutenant Commander Claude Berube is the co-editor of “Maritime Private Security: Market Responses Piracy, Terrorism, and Waterborne Security Risks in the 21st Century” (Routledge, 2012). His articles about private security as sea have appeared since 2007 in Orbis, Jane’s Intelligence Review, the Washington Times, Forbes.com, and Naval Institute Proceedings. He serves on the Editorial Board of Proceedings.
This is the final installment in my series of posts on William Sims and what his discovery and development of continuous aim fire a century ago can tell us about junior leaders and innovation. They are part of the remarks that I delivered at NWDC’s Junior Leader Innovation Symposium.
Years after serving as the Navy’s Inspector of Target Practice, as World War I raged, Rear Admiral William Sims was sent to England to command all U.S. Naval Forces based there. Promoted to Vice Admiral, he arrived as the U-boat Wolfpacks of the German Navy were decimating the supply lines across the Atlantic. The British Isles were on the verge of starvation. The Royal Navy had been completely ineffective against the German submarines as they massed their battleships to take on the German Imperial Navy’s High Seas Fleet.
When Admiral Sims arrived he was approached by a group of young Lieutenants who brought him an idea which the Royal Navy had refused to implement. These Lieutenants were the Commanding Officers of a new class of warship called a Destroyer, and they believed that working together they could convoy supplies across the Atlantic and take on the Wolfpacks, swarm against swarm. The Royal Navy’s Admiralty refused to adopt the new tactics. Sims requested more destroyers from the States, and told the Royal Navy that the US would help out if they tried the young JO’s ideas.
The convoy system showed results almost immediately. The convoys were so successful and so vital to the war effort that Sims – the very definition of a Battleship Admiral – cabled back to Washington and told the Department of the Navy to stop building Battleships and put all shipbuilding into Destroyers … all because he listened to a group of Junior Leaders with a good idea.
After the war was over, Sims took over as the President of The Naval War College. He made adjustments to the curriculum and he started running officers through war games. These war games included early work on a war plan that could be used for a conflict in the Pacific. The work that Sims started on the Pacific plan, which became War Plan Orange, suggested that the U.S. Navy should look into investing in a new kind of ship … the aircraft carrier. The Battleship Admiral, who championed Destroyers because of the tactical and operational innovation of junior leaders, turned to the birth of naval aviation because of the ideas of his subordinates at the War College. The Milwaukee Journal wrote that Sims “continued to be a thorn in the fat flesh of the naval hierarchy during his entire career.”
What can we learn from this story?
First, you have to know where your expertise lies. You have to study, and do the deep research needed to understand why things are the way they are. You have to understand that you don’t know everything, and like Sims working with his wardroom mates and his gunner’s mates, you have to work to identify challenges and problems. It’s important to admit that you don’t know everything. Once you admit it, start learning as much as you can. Alfred Thayer Mahan wrote, “The study of history lies at foundation of all sound military conclusions and practices.” The key element in his principle is that we have to study and develop our expertise.
Find a way to talk about your idea. Take Sims’ warning to heart though and don’t be insubordinate, don’t write a letter to the President (it’s probably not going to get you anywhere today anyway). However, you need to engage both inside the system and outside the system. Inside the Navy and the Military you have NWDC concept development. You have SUBFOR’s TANG that we heard about from VADM Richardson earlier. And we have some of the resources that Dr. Fall from ONR described. You also have your chain of command. You can submit changes to TTP’s and manuals, NATOPS changes, or write white papers to submit up the chain. Outside of the lifelines there are also options. Write an article for USNI’s Proceedings or write up your idea for one of the online publications like USNI Blog, Small Wars Journal, Information Dissemination, or the Next War Blog at the Center for International Maritime Security. We can also engage with the community professional organizations like Naval Helicopter Association, Tailhook, or the Surface Navy Association.
Third, find something you believe in and demonstrate your own grit. You have to want to do this. This isn’t a fast or sure way to a fitrep or an eval bullet. This isn’t necessarily going to get you another ribbon for your chest candy. This is for the combat effectiveness of the Service. This is about professionalism. You have to be willing to spend 2 years writing 13 reports that everyone appears to be ignoring. You have to be willing to invest the time and energy and hard work needed to see your idea through. Christopher Hitchens wrote in his book Letters to a Young Contrarian, “Don’t expect to be thanked, by the way, the life of an oppositionist is supposed to be difficult.”
Finally, we all need to learn to listen. This is especially true as we become more senior. Today we may be the junior leaders, but that means tomorrow some of us will be the mid-grade leaders, and in the future some of us will be the senior leaders of the Navy. Sims is proof that when you remember it’s not about you but instead it’s about the idea and about the Service, you can continue to innovate as you are promoted. However, as a senior officer or senior enlisted it takes more listening and more encouraging of your subordinates, because they’re likely to have the next great idea…like convoys or aircraft carriers. Having senior leaders that listen, and who become the champions of the great ideas of their subordinates, is just as vital as having junior personnel with innovative ideas.
There’s a reason why the title of my last slide says “Lessons Observed.” These lessons are just ideas that I’ve pulled from this story. William Sims offers us all a great example to learn from. However, whether or not these observations actually become lessons learned … that’s up to you.
The author would like to thank VADM Daly, Bill Miller, and Mary Ripley from USNI for encouraging his involvement with the NWDC conference.
There’s a generation gap in our military today. It happens every 20 years or so, of course, as members of younger generations enter the military in greater numbers and older generations retire. Signs include dissonance between the norms and priorities of older, senior leaders and those of younger, junior servicemembers. Today, for example, senior leaders wonder why junior servicemembers are selfish and act entitled, while younger men and women ask why those in leadership positions have lost perspective and don’t understand problems facing younger generations.
Current events and comments support this growing disconnect, as Baby Boomers fill senior leadership positions and retire while Millennials (those born after approximately 1979-1980) flood the lower and middle ranks.
A November 2010 Boston Globe article addressed the generation gap exhibited in both the implementation of DADT and its much-later repeal (1 Nov 2010, “A Generation Gap on ‘Don’t Ask’ Policy,” AP). It’s a quick read, stating what many people currently serving know: to the majority of Generation X and Millennial servicemembers, the sexual preferences of those we serve with just aren’t that big of a deal. And most believed it wouldn’t affect morale or unit readiness negatively. Older servicemembers, however, had/have a harder time with the idea of homosexuals serving in the military. The survey results are posted here.
I saw the generation gap both on active duty and as a reservist. When flying with older pilots, both as a student and later as an instructor, I consistently heard, “Well, I’ve never flown with a woman before.” It happened so often that we would joke about it in the squadron, and I came up with a set of one-liner responses (“Huh, is that right, sir?” gets old). But I never heard it from those my age or younger. Not once. To younger Marines, it didn’t matter. Who cared? They’d worked with women before, and it just wasn’t important. Later, while pregnant for my oldest, I flew regularly, and peers and younger pilots thought that flying with a pregnant pilot was either interesting or a non-event, usually seeing it as a chance to get three people in a Cobra at once and make jokes on flight grading sheets like “both of you are now DACM qualified.” But I never heard it called wrong, disgusting, or unsuitable for military service until I wrote about flying while pregnant on this forum.
Which brings up my next point: the Naval Institute’s efforts to engage and attract junior members. Two weeks ago, USNI sent a letter to members stating that the #1 job this year is to “engage young professionals and groom them to pick up the baton for the next generation.” On the USNI website, under “Where We’re Headed,” Objective #3 states that USNI must “increase, broaden, and engage our membership.” It specifically cites a need to “bring more active duty personnel…into the fold” and that “we must pass down USNI’s historical treasures to the next generation. They must be present for that to happen.” They are spot on, and meeting this objective is key to keeping communication lines open between generations so that we can continue to learn and improve the force. Asking around at work and among Navy/Marine Corps friends, I found that while some were familiar with USNI and its work, the majority were not. Of those that were, they generally considered it either out of touch with current servicemembers or an organization catering to retired personnel.
My point? There is a growing generation gap in the military (and the larger American culture), and we need to address it. It happens about every 20 years and it can be transformative. Baby Boomers caused major changes to how America views its wars, wartime leaders, and politicians, and, with Vietnam burned upon the collective consciousness, they brought about broad policy changes to ensure (as much as possible) that we do not find ourselves committed to another war that we either can’t or won’t win. Two decades later, Generation X began entering the military after being raised by single parents and in dual-income households at a higher rate than previous generations. Having grown up with the Feminist Movement, Generation X women were among the first to serve on combat ships and aircraft, and young men and women of this generation joined a military that largely allowed them to serve together.
Millennials are establishing themselves as the most tolerant generation on record. They are about 50% larger than Generation X, nearly as numerous as Baby Boomers. As a result of the cultural swings of the 80s and 90s, Millennials have different priorities, norms, and work/life expectations than Baby Boomers or even Generation X. Generation X and Millennials grew up in an America where women could fly and serve on nearly any aircraft or ship; where homosexuality was not something to hide or punish; where women began to graduate from college at higher rates than men; where their parents both worked full-time; and where (I’m going to use the “D” word here) diversity among Americans reached new heights.
With a looming budget crisis and after over a decade of conflict, we as a military must not alienate quality members of younger generations. Career paths, retention policies, and combat restrictions that worked 20 years ago may not work well now to attract and keep the best and brightest of younger generations. What constitutes combat has changed, our enemies have changed, and the servicemen and -women who fight our wars have changed. A few weeks ago, I wrote a post about the changing demographics of the family, especially the military family. The generation gap has forever altered the idea of what a family is and how it works. Considering that family reasons are the top ones given by those leaving the Navy and Marine Corps, it’s something we must pay attention to.
Some last thoughts on the generation gap and our need to ensure the services attract the best women and men 10, 20, 30 years from now:
–We need to keep an open mind when hearing complaints from other generations. It takes courage to speak up, and those doing so often don’t unless they feel it is worth the risk.
–We need to look closely at the demographics and what they tell us. Women comprise more than half of all college graduates. In stark contrast with the white-male majority in the military, the majority of all births in America are now minorities. The family consisting of a male breadwinner with a supportive wife and kids at home is a small and shrinking minority among families, most of which are headed by dual-income couples. Millennials and Generation Xers believe family is more important than work. These trends are also continuing to grow; this isn’t a blip on the social radar.
–As college degrees become more common and earning one means less competitively, more people seek graduate degrees to stand out. The average military career path makes it hard to fit a college or graduate degree in, and while some manage to do it, we need to look at ways to allow continuing education—which should be a priority—for more servicemembers.
–We must continue to monitor the retention numbers and pay close attention to the reasons given by those leaving at the 6-10 year marks; family time and the inability to achieve a balance between a military career and the demands of a family top the list of reasons why people leave the service.
–None of us are unbiased. I am a product of my experiences, as is every one of us, and those experiences are valid and deserve respect. Dismissing ideas from junior servicemembers because they are different is going to hurt us more in the long run. A decade, two decades from now, this military will be led by those midgrade and junior officers and enlisted members, and we need to do the best we can to set them up for success in every form.
Either way, one day the younger generation will have the reins, and we owe it to ourselves and them to get more creative now.
The lead ship of the magnificent Iowa-class battleships, the fastest and most advanced gun ships every to put to sea, has arrived at her new home, Berth 87 in San Pedro, opposite the Los Angeles Maritime Museum, itself newly renovated.
Iowa (BB-61) was saved from her Suisun Bay purgatory, and the cutting torch, and will be open for visitors on 7 July. The veteran of World War II and Korea was recommissioned in 1984, and suffered the tragic explosion in Turret 2 in 1989, which killed 47 sailors.
She now is the last of the four of her namesake class to be preserved, with New Jersey (BB-62) in Camden NJ, Wisconsin (BB-64 and Scott’s beloved Big Badger Boat!) in Norfolk, VA, and Missouri (BB-63) at Pearl Harbor, near Arizona (BB-39), forever in her watery depths at Berth F-7.
As a museum battleship, Iowa joins her sisters, and USS Massachusetts (BB-59) at Fall River MA, and USS Alabama (BB-60) in Mobile Bay, the two surviving South Dakotas, and the Grand Dame of US battlewagons, the venerable USS Texas (BB-35) at Galveston, TX. (Texas is the lone second-generation Dreadnought still extant, and saw service in both World Wars following her commissioning in 1914.)
Iowa began her journey from the “Mothball Fleet” in Suisun Bay in October 2011, to Richmond CA to repair and restore, scrape and paint, and replace rotted teak decks that are the inevitable result of twenty years’ time at the mercy of the elements. She also received the sprucing befitting a lady whom will be in the public eye. From there, she passed under the Golden Gate one last time late in May, and arrived off Los Angeles on Friday.
Many thanks to all those folks whose pictures I used in this post.
As Mr. Robert Evans points out, I am guilty of a most egregious omission. USS North Carolina (BB-55) is preserved beautifully in Wilmington NC. Shame on me for missing the “Showboat”. Especially since it was a favorite destination during my two tours at Lejeune!!!