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Where do senior uniformed leaders draw the line between acknowledging the primacy of civilian leadership to make policy, and maintaining enough distance from the politics to retain their independence of the politics and the politicians?
Is there a point where someone can pass from being a “good soldier” to simply becoming a useful tool of ambitious politicians.
Our guest this Sunday to discuss this and more will be J.D. Gordon, CDR USN (Ret.) We will be using his latest article, “Obama’s top military advisers: ‘Useful idiots’ or good military officers?” as a starting off point before broadening the discussion.
J. D. Gordon was a career Navy public affairs officer with 20 years of active duty service, and is the former Defense Department spokesman for the Western Hemisphere in the Office of the Secretary of Defense, serving under both Secretary Donald Rumsfeld and Secretary Robert Gates from 2005 to 2009.
Gordon also served as the Vice President, Communications and Chief Foreign Policy and National Security Adviser to former Republican Presidential Candidate Herman Cain’s 2012 campaign. During the 2010 Congressional campaign cycle, Gordon arranged speaking events for former Alaska Gov. Sarah Palin.
Recently, Gordon has also been a Senior Fellow and Communications Adviser to numerous think tanks and foundations, including Atlas Economic Research Foundation, Center for a Secure Free Society, Americas Forum, Atlantic Bridge, Center for Security Policy, Let Freedom Ring and the Liberty and; Freedom Foundation.
Gordon, a columnist to Fox News and The Washington Times since 2010, has regularly appeared as a national security and foreign policy commentator in television and radio outlets in English and Spanish languages.
Remember, that’s 5pm Sunday EST, after you’ve adjusted your clocks.
As reported by our friend Sam last week, there is a answer to the quandry about the French sale of the two MISTRAL amphibious assault ships to the Russians. It really is the most logical and face saving option for the French. This time it was brought up by Admiral James G. Stavridis, USN (Ret.),
“France has made a good decision stopping the sale process — it would be absurd for NATO to be providing assistance to Ukraine on the one hand while selling arms to Russia on the other,” said retired James G. Stavridis — U.S. Naval Institute’s Chair of the Board of Directors — said in a statement to USNI News.
“If the [Russian] arms embargo continues, then the idea of NATO purchasing one or even two as part of a rapid reaction force might make sense… “[But] it is too soon to tell, given discussion today about ceasefires and political settlement.”
Let’s work through a few assumptions here:
1. NATO could hobble together the funding and agree to the purchase.
2. The French are willing to handle the blowback from the Russian.
3. We have a spark of imagination.
If 1-3 are taken care of, what would NATO do with them? Stavridis is close … but there is a more perfect answer, and it is closer than you would think.
The intellectual and practical structure is already in place. Let’s look at the closest enabling supports of a successful structure inside NATO that would need to be in place to make this happen. We have two.
First, can NATO run a tactical and operational unit with personnel from multiple nations working together at a practical level? Sure, they already are. Let’s look to the air;
The E-3A Component’s three flying squadrons are structured essentially the same, yet each carries its own traditions and character. The squadrons operate the Component’s 17 E-3A Airborne Warning and Control System (AWACS) aircraft.
Military personnel from 16 of the 17 E-3A Component participating countries man the Component’s squadrons. Most of the personnel are aircrew on the E-3A and a few work full time in support. ….
In order to operate the complex equipment on an AWACS, the E-3A has a crew of 16 drawn from a variety of branches, trades and nationalities, all of whom are extensively trained in their respective roles.
NATO has been making it happen in the air for a quarter of a century in the air, why not the sea?
Does that structure exist? Well, in a fashion, yes;
Standing NATO Maritime Group 1 and 2
The Standing NATO Maritime Groups are a multinational, integrated maritime force made up of vessels from various allied countries. These vessels are permanently available to NATO to perform different tasks ranging from participating in exercises to actually intervening in operational missions. These groups provide NATO with a continuous maritime capability for NATO Response Force (NRF) operations, non-NRF operations and other activities in peacetime and in periods of crisis and conflict. They also help to establish Alliance presence, demonstrate solidarity, conduct routine diplomatic visits to different countries, support transformation and provide a variety of maritime military capabilities to ongoing missions.
SNMG1 and SNMG2 alternate according to the operational needs of the Alliance, therefore helping to maintain optimal flexibility.
SNMG1 is usually employed in the Eastern Atlantic area, but it can deploy anywhere NATO requires. It is made up of vessels from different member countries. Those that routinely contribute to SNMG1 are Canada, Denmark, Germany, The Netherlands, Norway, Portugal, Spain and the United States. Other countries have occasionally contributed.
SNMG2 is usually employed in the Mediterranean area, but it can deploy anywhere NATO requires. It is made up of vessels from different member countries. Those that routinely contribute to SNMG2 are Germany, Greece, Italy, The Netherlands, Spain, Turkey, the United Kingdom and the United States. Other countries have occasionally contributed.
SNMG1 comes under the command of Allied Maritime Component Command Headquarters Northwood, in the United Kingdom, which is one of the three Component Commands of Allied Joint Force Command Brunssum.
Normally, SNMG2 comes under the command of Allied Maritime Component Command (CC-Mar) Naples, which is one of the three Component Commands of Allied Joint Force Command Naples.
There’s your structure – something that just needs a little modification and updating. You know what SNMG1 and SMNG2 need? That’s right – Flag Ships; standing permanent LCCesque Flag Ships. Two SNMG, two Mistral; a match made if not in heaven, then at least in Brussels.
Think about what the SNMG do, ponder a multi-national crew (even sweeten the deal by promising the French they will always have command of the SNMG2 Flag Ship), and look at what the MISTRAL Class brings to the fight. A bit larger than the old IWO JIMA LPH with a well deck to boot, MISTRAL provides;
The flight deck of each ship is approximately 6,400 square metres (69,000 sq ft). The deck has six helicopter landing spots, one of which is capable of supporting a 33 tonne helicopter. … According to Mistral’s first commanding officer, Capitaine de vaisseau Gilles Humeau, the size of the flight and hangar decks would allow the operation of up to thirty helicopters.
Mistral-class ships can accommodate up to 450 soldiers, … The 2,650-square-metre (28,500 sq ft) vehicle hangar can carry a 40-strong Leclerc tank battalion, or a 13-strong Leclerc tank company and 46 other vehicles.
The 885-square-metre (9,530 sq ft) well deck can accommodate four landing craft. The ships are capable of operating two LCAC hovercraft … a 850-square-metre (9,100 sq ft) command centre which can host up to 150 personnel. … Each ship carries a NATO Role 3 medical facility … The 900 m² hospital provides 20 rooms and 69 hospitalisation beds, of which 7 are fit for intensive care.
A little NATO common funding and we have two NATO LCC and then some. Problem solved. Understanding that it will require a fair bit of turnip squeezing to keep funded at a proper level, but there is a lot of win here – and to be a bit more realpolitic – it may be the only way to peel these away from the Russians.
Homelessness is a difficult social issue that faces Americans head-on on a daily basis. Though it can be a complex issue made up of a myriad of different personal stories and unimaginable circumstances, a subset of those affected – homeless veterans – is a particularly painful reality – a reality that must change.
Homelessness is defined in Title 42 of U.S. Code as,
an individual who lacks a fixed, regular, and adequate nighttime residence and an individual who has a primary nighttime residence that is a supervised…shelter, an institution that provides temporary residence for individuals meant to be institutionalized, or a public or private place not designed for, or ordinarily used as, a regular sleeping place for human beings.
Government estimates put the number of homeless Americans as up to 3 million a year, yet many in our society continue to walk with their eyes averted. Members of the House Veterans Affairs Committee attempted to provide amplifying sentiment when they stated, “People don’t want to look at the homeless. But they will look at, or think about, or maybe support, dealing with homeless veterans.” Was their statement accurate, though? Do people pay more attention to homeless veterans, or was that merely wishful thinking or political side-stepping? Due to the inherently transient nature of those on the streets, not to mention the unwillingness of many to speak about their undesirable lot in life, it is incredibly difficult to take an accurate census of the homeless population. Informed estimates by government and non-profit organizations, though, put the total at nearly 300,000 homeless veterans in our country in a given year. In the 2013 Annual Homeless Assessment Report to Congress, the Department of Housing and Urban Development stated that no less than 60,000 veterans sleep without a roof over their heads on any given night.
Fifty percent of homeless veterans are younger than 50 years old – nearly double the percentage of total veterans between the ages of 18 and 50. A small number of veterans from World War Two and Korea remain on the streets, and the balance span our nation’s modern history of uniformed service: from the under-appreciated veterans of Vietnam to the continuously lauded veterans of Operations Iraqi and Enduring Freedom. Young and old, our nation’s most noble citizens – those who volunteered to serve their country – are stricken with hardships, hopelessness, and illnesses and live without even the most basic dignities that so many of us take for granted.
In 2009, President Barack Obama made a much-publicized announcement that kicked off the Department of Veterans Affairs’ initiative to end Veteran Homelessness by 2015: “Until we reach a day when not a single veteran sleeps on our nation’s streets, our work remains unfinished.” According to the National Coalition for Homeless Veterans, he was the first American President to demand an end to this critical, but often overlooked, social problem. Though many saw his pledge as overly ambitious, the VA’s initiative has received Congressional support and is progressing smartly. Whether the goal will be met remains to be seen.
Though we as citizens should work towards eradicating homelessness in our country, we as service members, veterans, and part of the extended military family must not tolerate our society’s continued habit of looking the other way and ignoring those who served it so honorably. Men and women who served our country – many of them putting their lives on the line – should not be without a roof, and a safe place to lay their heads.
There are a number of ways to get involved and to help our brothers and sisters in arms who are down on their luck. Community-based volunteer organizations and networks provide valuable services ranging from medical care to food and shelter. Donating money, food, clothing, and other life items to shelters is always appreciated, as is dedicating time to serve as a mentor, counselor, or friend to those in need. Organizations like The National Coalition for Homeless Veterans and Veterans Village of San Diego, as well as the Department of Veterans Affairs itself, all pose great opportunities to help make a difference in this fight to leave no man behind. Another important step is raising awareness.
Lieutenant Jackie Perez is a graduate of MIT and a Surface Warfare Officer (Nuclear), having served around the world and in combat operations in the Middle East. She recently transitioned to the Naval Reserve so that she could pursue her dreams of becoming a filmmaker. She now lives in California where she continues her service to our country and works as a civilian in Hollywood. She is socially conscious, volunteers at local organizations, and cares deeply about this issue. In her capacity as a young filmmaker, she is looking to highlight this issue in a short film and link the roles of our veterans to the greater society that we all enjoy.
The Music Bed is now running a contest called #projectfilmsupply, which will award generous film-industry support to three aspiring directors in order to bring their inspirational abstracts to life. LT Perez’ short-film project, My Fellow American, focuses on the issue of Veteran Homelessness and how it is approached by a society that often chooses to keep its head down instead of engaging our nation’s former warriors. The contest, which requires abstracts to be inspirational in nature, will be decided by the Public’s online votes (confirmed via email to ensure contest integrity). While we all might say that we want to get involved, LT Perez is doing it. This is an important project that should come to life and if it wins, the director, cast and crew will all be veterans, ensuring this story is told by those who share in the brotherhood of those they seek to support.
It is easy to avert your gaze or to come up with judgements as to why a person may be homeless, but it is much more difficult to recognize the scope of the problem and to take that first step towards making a difference. Please consider getting involved in your local community. Support the work of people like LT Perez with your vote, and remember that it is not in our code to leave our comrades in the field, cold, scared, and wondering if anyone will ever come to their aid.
Since coming ashore as an NROTC Assistant Professor, I have come to wonder why poems and literature at sea are losing popularity amongst our ranks. Perhaps the mystery and feel of navy life has been diminished – Electronic Chart Data Information System (ECDIS-N) does not have the feel of a sextant and receiving storm data vis-à-vis Meteorological Officers in Hawaii isn’t the same as predicting gales using weather gauges.
Many officers and sailors have talked to me about “how interesting navy life used to be,” or have confessed, “it isn’t the same anymore.” These are accurate observations and I think that an organization with a rich history such as ours deserves admiration. Nevertheless, this is the best time to be in the Navy. Women and minorities serve at equal status with their white male counterparts; sailors have more support networks then ever before; and social media allows many of us to communicate with our families in nearly real time. Our sensory connections with the duties we perform at sea are indeed not what they once were, but does this necessarily mean we are less inclined to write about the encompassing power of our planet’s restless and mysterious waters?
Despite the interest our careers inspire amongst men and women of all ages, there has been a considerable decline in literary reminiscences over the last few years. Instead of using turning to pen and paper to share and confess our thoughts, we merely use hash tags and click ‘share.’
The nineteenth century gave us Walt Whitman, Herman Melville and Joseph Conrad; the early twentieth century produced Jack London and Patrick O’Brien. They were sailors with the ability to portray sea life from a variety of perspectives that engaged readers at their core. Although their work was primarily fiction, I’d offer that the difference between fiction and reality is razor thin. The stories poignantly reveal human nature at sea and provide meaning that all of us can relate to. Like these famed authors, we too must strive to make meaning in what we do and then portray this cogently to the public domain and each other.
Popular writers have weighed in, but their contributions are not necessarily accurate. The April 19 New Yorker article “Shipmates: Life on an Aircraft Carrier” by Geoff Dyer, ended with the same dubious colloquialism every landlubber surmises. “When, at last, I was back on the very dry land of Bahrain, I checked in at a hotel, went up to my room, and showered for a long time. The water felt cleaner, more sparkling [. . .] I looked out the window at the empty cityscape and experienced another revelation: I could go for a walk!” Similarly, the only question Thomas Friedman asks a young junior officer when he rode the USS New Mexico for one night was “how do all of you stand being away from your families for so long underwater, receiving only a two-sentence ‘family-gram’ once a week?”
I would contest we are not simply motivated by the same social connotations that our civilian counterparts enjoy. We are sailors. We come from a different breed and our lives by nature do not possess the homogeneous social norms of our civilian counterparts. Although we may have put to sea for a variety of reasons – service to our nation, learn new skills, earn the GI Bill – all of us have been affected by the wonders of navy life; our lives sharpened by the life on the seas. Some of the mystery is gone, but the beauty still remains.
Proceedings and other naval publications primarily exist to discuss and debate naval doctrine, but it should also reflect on our social experiences in a meaningful way. To be honest, I have never mused about the powers of Aegis beneath the vast night sky, with the dust of the Milky Way scattered as far as the eye can see. Even though the Main Propulsion Assistant and the senior gas turbine technician could recite each valve within the main drainage system by memory, we never argued too much about engineering improvements that our senior leaders should be pursuing. We told sea stories, discussed books and history, laughed as we reenacted scenes in our favorite movies, and then went about our duties.
Mahan’s diary as a junior officer is a fascinating read. Many of his entries lament about his fear of drinking too much and his abhorrence of superior officers. “The Captain has annoyed me, and I have felt and spoken angrily and sullenly.” And, like so many of us, he does not always complete tasks on time. “Have failed in my duty concerning the reading of the Articles of War.” Yet, within his complaints and small victories, a portrait of life at sea emerges. His ability to reflect on sea life, both positive and negative, ultimately led to him thinking more critically about naval tactics and the naval profession as a whole. Simply put, it gave him meaning and persuaded him to remain at sea.
Over the years, I have found that life itself is like the sea. Our lives ebb and flow like a foaming tide. We attempt to seize each moment, try to live one day at a time, hang on tightly to lifelines and trust that our faith in each other will get us there. So much we do in our lives as sailors is wandering and I do profess that wandering the ocean is the most exciting profession in the world.
Perhaps John Masefield says it best in Sea Fever.
Oh I must go down to the seas again,
To the lonely sea and the sky,
And all I ask is a tall ship
And a star to steer her by
And the heel’s kick and the wind’s song,
And the white sail’s shaking
And a grey mist on the sea’s face
And a grey dawn breaking
Before my final deployment aboard USS Milius, my wife gave me the finest gift anyone could: a journal. It was an impeccable idea. After all, there’s nothing like a day at sea, to meditate about this earth and to think of all the challenges that await us afloat and ashore. So, as naval officers who experience the daily grind, let us tell the evolving story of our Navy. One hundred years from now these entries will capture us for who we were and where we were going.
Geoff Dyer, “Shipmates: Life on an Aircraft Carrier,” The New Yorker, April 2014, 6; Thomas Friedman, “Parallel Parking in the Arctic Circle,” The New York Times Sunday Review, March 29, 2014.
Diary entry on August 6, 1868 and May 11, 1869 in Letters and Papers of Alfred Thayer Mahan, vol. I (Annapolis: Naval Institute Press, 1975), 201; 301.
John Masefield, “Sea Fever” in Salt Water Ballads (1902).
Reviews by Bill Doughty
The United States Navy is making and living history right now in Hawaii in the world’s largest maritime exercise: Rim of the Pacific (RIMPAC 2014), fostering collaboration and cooperation and promoting international understanding. Among the participants in this year’s RIMPAC are navies from 22 nations, including UK, Japan, and China.
Two books give perspective on the past two centuries of naval history and provide context for the history being made by the U.S. Navy this summer.
A lot has happened in the two centuries since the Revolutionary War and War of 1812: from wooden ships to littoral combat ships; the birth of naval air forces, airpower and UAV; nuclear-powered fleet ballistic submarines; computers and cyber-security. The world is changing too, as captured in the Maritime Strategy, from world war confrontation to global cooperation. Think about the evolution of the fleet and the world in which it operates today.
Thomas J. Cutler thinks and writes about changes and challenges over the past 200-plus years in “A Sailor’s History of the U.S. Navy.” His Naval Institute Press book is a mainstay and now a top pick on the “Be Ready” list of the CNO’s Professional Reading Program suggested reads.
Cutler writes about the “magic” of the lore, language and legacy of the United States Navy, and invites Sailors to reflect on the “club” to which they belong. His book recounts — and makes relevant — history through the stories of Sailors in the past and present.
“The more you know about the Sailors who served before you, the more prepared you will be to do your job, and do it well. It is your turn to follow in the wakes of those who went before you, to lead the way for others who will follow you, and to make your contributions to the Navy’s ongoing legacy of honor, courage, and commitment.”
In a Chapter 6, “Don’t Give Up the Ship,” Cutler sets the stage with a brief description of Master Commandant (Commander) Oliver Hazard Perry, his famous pennant and the sailors who fought in the face of adversity at the Battle of Lake Erie. Cutler then gives more recent history, including the story of the five Sullivans brothers lost aboard USS Juneau in Guadalcanal Campaign, 70 years ago this year.
Cutler ties in the brothers’ namesake ships, including the current USS Sullivans (DDG 68), showing how the ship was targeted in a failed attack by al Qaeda in Aden, Yemen in January 2000. That same year, on the day before the Navy’s 224th birthday, terrorists launched another attack on an Navy ship, this time against USS Cole (DDG 67).
He recounts the heroism of the Sailors who all focused on three tasks, “caring for the injured, providing security against further attack, and saving the ship.” Don’t give up the ship…
The author packs a lot of history in this easy-to-read overview that contains stories and photos about JFK’s PT-109, Rear Adm. “Amazing” Grace Hopper, 1776‘s gondola Philadelphia, Commodore Matthew C. Perry, battleship USS Maine, Master Chief Boatswain’s Mate Carl Brashear, and naval aviator and astronaut Alan Shepard Jr., among others.
In the appendix he offers synopses of key engagements through battle streamers, showing the operational history of the U.S. Navy.
The streamers demonstrate a commitment to always “Be Ready.”
Speaking of “back to the basics,” also recommended is a new book by Rear Adm. Robert O. Wray Jr., “Saltwater Leadership: A Primer on Leadership for the Junior Sea-Service Officer.”
The book, with a forward by Sen. John McCain, is endorsed by retired Adm. Gary Roughead, former chief of naval operations, and former President George H. W. Bush, who served as a naval aviator and “junior officer at sea.”
Wray offers self-described bite-sized “sea stories” and practical, pragmatic “salty advice” along with plenty of lists, including traits and tributes, rules and advice, and a list of 35 books on leadership!
Interestingly, the book opens with advice from ancient philosopher from China Lao Tzu:
A leader is best
When people barely know that he exists,
Not so good when people obey and acclaim him,
Worst when they despise him.
“Fail to honor people,
They fail to honor you”;
But of a good leader, who talks little,
When his work is done, his aim fulfilled,
They will all say, “We did this ourselves.”
— Lao Tzu’s “Tao Teh Ching,” verse 17, 6th century BC
Wray’s book is published by the Naval Institute Press and is in the same “Blue and Gold Professional Library” series as “The Bluejackets Manual,” “Command at Sea,” and “A Sailor’s History of the U.S. Navy” (above), among others.
(An earlier version of this post appeared on Navy Reads — http://navyreads.blogspot.com. Recent posts include reviews of “Cybersecurity and Cyberwar,” “Thomas Paine: Enlightenment, Revolution, and the Birth of Modern Nations,” and “Zumwalt: The Life and Times of Admiral Elmo Russell ‘Bud’ Zumwalt, Jr.”)
On Dec. 18, 2008, Jim Garamone of the American Forces Press Service wrote, “The bombs that severely damaged the Golden Mosque in this city on the Tigris River almost destroyed the foundations of the nation, but the Golden Mosque is rising again, just like Iraq.”
Jim Garamone and I were traveling with ADM Mike Mullen, Chairman of the Joint Chiefs of Staff, during one of his battlefield circulation tours, at the time. As the Chairman’s Executive Assistant, I had the distinct privilege of accompanying him all over the world. The places I went and the things I saw left an indelible mark in my memory. This place was no exception.
The Golden Mosque is a Holy Shi’a Shrine in the city of Samarra on the Tigris River in Salahuddin province.
In February 2006, the Golden Dome of the Mosque was destroyed in a bombing perpetrated by the affiliates of Abu Musab al-Zarqawi. Zarqawi’s brutal tactics were intended to drive a wedge between Sunni and Shi’a Muslims in Iraq and the attack on this holy site precipitated a near civil war leaving scores of dead behind and the city of Samarra in ruins.
General Stan McChrystal, Commander of Joint Special Operations Command, tells the story of the hunt for and eventual killing of Zarqawi in June 2006, by U.S. Special Forces in his book, My Share of the Task. Zarqawi was public enemy number one and for good reason. With his downfall and the simultaneous Sunni Awakening in neighboring Al-Anbar Province, the reconstruction of Samarra and the Golden Mosque was undertaken.
Realizing the importance of this place and the special role that U.S. Forces played in the restoration of the rule of law which enabled reconstruction, ADM Mullen decided to pay a visit to Samarra, this time with 60 Minutes and reporter David Martin and his cameraman in tow.
We arrived that morning in a Mine Resistant Ambush Penetrant (MRAP) vehicle on the outskirts of town and were escorted by Major General Bob Caslen, Commander of the 25th Infantry Division charged with the responsibility for security in the region. It was a long walk up a straight road to the Golden Mosque and ADM Mullen relished to opportunity to see the city and speak to some of the Iraqi inhabitants about their lives in this war ravaged region. As we walked up the street in full body armor and Kevlar helmets, ADM Mullen felt a little awkward when compared to the residents of Samarra staring at us from both sides of the street. It was an unfortunate necessity to ensure the safety of the senior U.S. military officer on active duty.
Our plan was to walk through the market in Samarra, in broad daylight, in order to take in the sense of the reconstruction. As I looked down the side streets at several intersections we passed, I could see the fields of fire and incredible damage that the war had inflicted on this little town. That said, the market section was teeming with merchants and locals alike. In a word, it was “vibrant.” Shops were full of merchandise–clothing, kids toys, spices, poultry, meat, eggs–and the smells of street vendors cooking foodstuffs of all variety filled the air. Despite the remnants of war, to me, it seemed that the city was very much alive and well.
With my friend John Tigmo, NCIS agent and senior member of ADM Mullen’s security detail at his side, the Chairman felt unconstrained and undeterred when he stopped to talk with normal Iraqis in the street. Surrounded by soldiers, he ordered them to stand aside as he went over to talk with some Iraqi children. A father with his son came over to thank Admiral Mullen. I don’t think he had any idea who the Chairman of the Joint Chiefs was, but it was clear he was someone important and ultimately a party to the restoration of order in this city. I remember one man, wearing a long black dishdasha who worked his way in to talk to AMD Mullen through his interpreter. This man was a merchant and he was not shy. He unloaded on the Chairman about the lack of reliable electricity, poor city services and unhealthy water and sewage systems near his shop. The Chairman listened carefully to the complaints and said, “Do you know this man? He is Major General Bob Caslen and he is in charge of this region.” He then asked MG Caslen to give the merchant his contact information. Then he asked the merchant for his name. The man wrote it down on a piece of paper and handed it to the Chairman. ADM Mullen said, “I will see Prime Minister Maliki tonight in Bagdad and I will tell him of our conversation and give him your name.” As always, the Chairman was true to his word.
As we continued our walk up the street, someone said, “The Mayor may come out to receive you as we get closer to the Golden Mosque.” We were told that the Mayor was a former Iraqi Air Force pilot, in the Sadaam Hussein-era, who left the service to run for mayor. He was forced to evacuate after the bombing and the ensuing civil unrest, but returned to regain the confidence of the people and be reelected as Mayor of Samarra. Sure enough, after a few more paces up the street, Mayor Mahmood Khalef Ahmed appeared, looking very dapper in a fitted blue suit, blue tie and characteristic aviator sun glasses. It had to be over a hundred degrees outside and we were drenched but the mayor wasn’t even breaking a sweat. He accompanied the Chairman the rest of the way up the street to the Mosque and regaled him with stories of the war and the reconstruction of Samarra. The mayor had high hopes for his city and it showed in his enthusiasm. He looked forward to the day when thousands of pilgrims would return to Samarra to appreciate the Golden Mosque as we had.
As we approached the Golden Mosque, I was stunned by its beauty. As non-Muslims, we were not allowed inside and instead, viewed the reconstruction from the roof of an abandoned apartment building next door. While on the roof, we heard the story of the Twelfth or “hidden” Imam. It was in this place where Imam al-Mahdi went into concealment, known as the Minor Occultation in Islam. Twelver Shi’a Muslims believe that one day, the Mahdi will re-emerge with Isa or Jesus Christ to complete their mission of bringing peace to the world. Wow, that was a powerful story… so powerful that while listening, the 60 Minutes cameraman focused only on Admiral Mullen, MG Caslen and David Martin and forgot to pan around to get the Golden Dome in the background. This created a little consternation with the producer reviewing the raw footage on the way home, but somehow 60 Minutes recovered the image as the camera’s digital field of view was much wider than that seen through the lens of the videographer.
That was six years ago and fortunately, the images in my mind and those that you see in this Blog were preserved by the venerable Combat Cameraman, Petty Officer First Class Chad McNeely, always with and out front of Chairman Mullen on his many trips overseas.
Now fast forward to the present day. As I watch the events unfold on the ground in Iraq I harken back to the many visits I made to this country and Jim Garamone’s opening sentence of his byline on 18 December 2006: “…the Golden Mosque is rising again, just like Iraq.”
The USS GEORGE H.W. BUSH Strike Group was positioned forward and ready at the time that this crisis unfolded. Her presence gives the President and our national leaders options, but as we have heard recounted time and again on the news, the best option is for a political solution by Shi’a, Sunni and Kurdish leaders on the ground in Iraq.
Now that Summer is on the way and that there are more national security issues being produced from the South China Sea to the Dardanelles than can be consumed locally – that sounds like the perfect time for Sal from CDR Salamander and Eagle1 from EagleSpeak to hold a Midrats’ “open house.”
A little bit of a potpourri of what we find of interest from the latest news,to a chance for you to call in or ask via the live chat room the questions and issues you’d like to to discuss.
Yep, it’s a good old fashioned “bull session” – join in live if you can at 5pm (EDT) on 1 June or pick it up later by clicking here.
Call in if you’ve a mind to -um- further our discussion.
Since its publication in April’s Proceedings, I’ve been pleased that “It’s Time for a ‘Sea Control Frigate’” has helped start a discussion about a new small surface combatant (SSC) on message boards, the blogosphere, and social networking platforms. The article describes how a modified version of the Coast Guard’s National Security Cutter with improved survivability features and combat systems could offer a terrific supplement to the Littoral Combat Ship (LCS). With the attention the article received, various readers had questions concerning some ideas brought up, so I’ve taken the time to address them.
Analyzing Cost and Production
Many asked how the projected cost for the ship could cost $800 million with the last national security cutter price costing $735 million. Surely the upgrades mentioned in the article are greater than $65 million. They are indeed. However, what was probably missed is that the $735 million order for the last NSC was for a single ship – economies of scale can drastically reduce the cost per unit due to various efficiencies gained. For example, when the Coast Guard ordered several at a time, pre-NSC #5, the cost was substantially less. My math: the 2006 per unit cost for an NSCs (in a bulk order) was $584 million – when we account for inflation, it goes up to a current value of $650 million, or $85 million less than the last single contract. (The Coast Guard had to order the later ships one by one because it wasn’t written into the budget at the time –and it was uncertain if the 7th and 8th NSCs would even be funded). Thus, a procurement cost of $684 million, which is used in the article and various other official reports, is an average between all the ships. Most likely a base hull would be even less than this, as the price doesn’t include the initial hull design costs (this was incorporated into the NSC program), there are increased economies of scale, and various items included in the NSC price are not be needed on a navy frigate (eg: the complex stern boat launching apparatus). While I estimated $800 million by adding the cost of a VLS, an upgraded 76mm gun, a new radar, and various survivability upgrades, in accordance with navy and congressional reports, a fixed price will likely creep closer to the $900 million mark due to inflation over the next few years and other add-ons the Navy incorporates (this would happen with all of navy shipbuilding though).
Ship Force Numbers and Value Metrics
The latest LCS estimates are at $550 million per ship including mission modules vs. $800 million for a sea control frigate. Assuming we have the same budget to work with, and we’re deciding between a basic LCS only, we’ll either have to choose between 20 LCSs, or 13-14 frigates. This led many to question if it’s worth having a lesser amount of warships for the same price. First of all, for the most part, comparing these numbers are like apples and oranges – who cares about the amount of a certain ship if they can’t do the missions that we need them to do, especially cost efficiently? However, as much of a red herring the argument is, politically, it’s still hard to rationalize, especially since many elected officials find it easier to talk about our ship count in terms of our budget, vice a thoughtful debate on capabilities and requirements. In contrast, one good metric to take into consideration is the average number of ships at sea on missions per day. 20 LCSs on a 3 crews-2 ships-1 deployed plan, averages 20 total days a quarter of underway time on assignments, or 4.5 ships per day. 14 stateside frigates on a traditional deployment cycle average 32 days a quarter out to sea on assignments, or 4.9 ships per day. This means that despite a lesser amount of ships, the sea control frigate still has more underway time doing planned missions than the LCSs. I calculated this data from the class average of underway hours per quarter, and verified this by known historic and planned deployment operational schedules for frigates/destroyers and littoral combat ships.
At first, this may seem contradictory to statements made by officials like Rear Admiral Rowden, who recently claimed that 26 forward deployed LCSs equate to 120 CONUS-based single-crewed ships. This kind of statement is misleading. The Admiral is correct for certain missions and events like foreign nation cooperation and training, humanitarian assistance and disaster relief (HADR), vessels in distress or under pirate attack, counter-narcotics operations, and little-to-no notice popup missions like special ops support. For example, let’s take an earthquake in a Southeast Asian country. The LCS is perfectly fitted to get underway immediately from Singapore, speed to the location, and provide necessary humanitarian assistance, all within hours. However the same can’t be said about the majority of tasking and deployments that have requirements already defined by combatant commanders relating to sea control, like naval escort, focused operations, and deep-water anti-submarine warfare. These missions all require more consecutive days-at-sea, which helps explain the reason why, by design, the LCS averages less mission days per ship than frigates and destroyers.
That’s not to say the 3-2-1 cycle isn’t the right method with the LCS. On paper, minus the sea swap trap, it’s actually a smart plan that saves money and optimizes the ships very well. It’s also necessary to have a flexible warship forward deployed for the reasons stated above, but only for quick back and forth missions in the littoral environment, not sustained blue-water deployments. If we do end up purchasing LCS variants, most of these ships will regrettably end up getting pulled from the presence and shaping missions they were designed for to support these missions.
Determining Feasible Designs
Earlier this month, a request for information (RFI) came out that asked the shipbuilding industry on input for a follow-on to the LCS from mature designs, which led many readers to ask what’s actually on the table. The context of the RFI may seem like it’s targeting a number of different ships and shipbuilders, but it’s in fact just a formality required in the consideration process for any future acquisitions; there are actually only a few possibilities here. The foreign contender with the best shot, if any, is Norway’s Fridtjof Nansen-class frigate because of its past relationship working with NAVSEA and Lockheed Martin. Although any proper frigate is preferred over the LCS because it’s better optimized for operating in blue water environments, I’m partial to the sea control frigate because of its large flight deck and hangar spaces, which gives it the flexibility to support drones and manned helicopters together, something that will likely become the norm within the next 30 years. However, the truth is because of the timeliness of the request and decision making process, together with the red tape that a foreign design has to go through (which was touched on in the original article), it’s probably too late in the process already to even consider a foreign design, regardless or not if it meets what the Navy’s looking for. This is unfortunate; we’ve essentially locked ourselves in a box by not starting this process earlier (or coming up with an organic solution for that matter).
There are several different variants of the LCS that are likely to be considered alternatives– most concepts have been pitched publically in some manner, mostly to international navies under the banners of “International LCS” and “Surface Combat Ship”. These variants could include similar features to a sea control frigate, such as a Mk 41 VLS supporting ESSM and ASROC, a CEAFAR or SPY-1F radar and fire control system, other survivability features, and for the LCS-1 class, an upgraded 76mm gun. However, there are still some problems with this: unlike the NSC hull which was built with reserved spaces that can accommodate a VLS and other systems without hull modifications, a variant of the LCS would likely require design changes more substantial than any NSC-derivative. One industry news source remarked that an international LCS design pitched to Israel that incorporated some of the above mentioned weapons features had an estimated cost of over $700 million (this was in 2008, so it would likely be even more today). Another claimed a rough order-of-magnitude cost would be $800 million, equivalent to a sea control frigate. However, the price pitched to the Navy by Lockheed or Austal might not even matter – with the trends of the LCS shipbuilding program, it’s possible that whatever price is proposed will balloon up even further. This is probably not a risk the navy would want to already take for a program already under heavy scrutiny for its ever-rising costs, especially with a fixed-price option on the table for a sea control frigate. Secondly, it’s likely that no design changes will be able to offer an improved endurance and range; therefore, even with upgrades in weapons and survivability, it would still be ill-suited for blue water missions. Moreover, the manning structure and contractor reliance wasn’t made to accommodate long lasting blue-water missions either, which means even some small casualties that are normally fixed by a DDG/FFG ship’s force could and throw off an entire mission; something probably not ideal for optimizing the readiness kill chain.
This leads us back into re-examining the numbers. With the same budget, an up-armed LCS design with a higher unit cost reduces the number of LCSs that are produced. For example, an improved LCS costing $650 million each (which by all estimates are very optimistic) buys only 17 ships, three less than planned. As the LCS cost continues to increase, the ship price per unit gap continues to close, until its relatively the same price.
Our counterparts from the Mother Country yesterday published their National Strategy for Maritime Security (NSMS). The document outlines the United Kingdoms’s plans to provide maritime security at home and internationally.
Just from a structural standpoint, there are a lot of things here that the team working on the American version should take note of.
1. It is a highly digestible 35 pages of substance, with footnotes. It has an additional 13 pages of annexes, including a glossary. At the end, it even has blank pages for notes. Seriously, at the top of the first blank page is it titled “notes,” and that is it. It invites intellectual investigation. The paragraphs are numbered in order to facilitate direct questioning and reference for goodness sake.
2. It has nice, bulleted concepts that lend themselves for further, focused discussion.
3. It clearly defines terms.
4. It has illustrations that are substantive. No rah, rah pictures. No, “run the pictures through the PAO’s metrics counter” selection of photographs fluff.
5. It is signed by their Secretaries of State for Defense, Transport, Foreign and Commonwealth Affairs, and the Home Secretary. That is a unified front, not a maritime self-licking ice cream cone splendid in its own intellectual isolation.
Let me give you just two examples how they have structured the document to provide a framework for planning, discussion, and education.
UK Maritime Security Objectives
1. To promote a secure international maritime domain and uphold international maritime norms;
2. To develop the maritime governance capacity and capabilities of states in areas of strategic maritime importance;
3. To protect the UK and the Overseas Territories, their citizens and economies by supporting the safety and security of ports and offshore installations and Red Ensign Group (REG)-flagged passenger and cargo ships;
4. To assure the security of vital maritime trade and energy transportation routes within the UK Marine Zone, regionally and internationally.
5. To protect the resources and population of the UK and the Overseas Territories from illegal and dangerous activity, including serious organised crime and terrorism.
The Maritime Security Risks for 2014-15
• Terrorism affecting the UK and its maritime interests, including attacks against cargo or passenger ships;
• Disruption to vital maritime trade routes as a result of war, criminality, piracy or changes in international norms;
• Attack on UK maritime infrastructure or shipping, including cyber attack;
• The transportation of illegal items by sea, including weapons of mass destruction, controlled drugs and arms;
• People smuggling and human trafficking.
One of the best parts of the document was how they finished up the Forward. A highly efficient summary of what, in the end, free people need a navy for.
The future will see further expansion in the global requirement for safe and secure seas as the oﬀshore-energy sector continues to expand and maritime trade increases to meet the consumer demands of emerging countries and new consumer classes. We will seek to take advantage of this economic opportunity by continuing to promote London as the global centre for maritime business, promoting a stable maritime domain and the freedom of the seas, and maintaining the UK’s position as a driver of international cooperation and consensus.
This is very much a document of a nation focused on its mercantile interests.
One final point; for these types of documents I use a very rough tool to see what the authors are really focused on – or want the reader to think about. Here we go: “International” is used 158 times; British/Britain=21; United Kingdom=5; America=8 (but not referencing USA, and USA only in footnotes); NATO=15, Russia=4; Germany & France=nil. Wordclouds, as always, help.
It hasn’t gone anywhere, the Long War, that is.
People may be suffering whiplash having to look back to Europe in the middle of a Pacific pivot, and the Arab spring wilted in to extremism and bloodshed – but the war against the West still goes on from lone wolf attacks at home, to drone strikes across the swath of southwest, south, and central Asia.
Coming back to Midrats for the full hour to discuss this and more will be Bill Roggio, senior fellow at the Foundation for Defense of Democracies. Bill is also the President of Public Multimedia Inc, a non-profit news organization; and the founder and Editor of The Long War Journal, a news site devoted to covering the war on terror. He has embedded with the US and the Iraqi military six times from 2005-08, and with the Canadian Army in Afghanistan in 2006. Bill served in the US Army and New Jersey National Guard from 1991-97.
Join us live if you can or pick the show up later by clicking here.
If you have questions for Bill, please join in the chat room and we’ll pass on what we can.
- Capstone Essay: Distributed Lethality Requires Distributed Capability Across the Surface Fleet
- On Midrats 2 Aug 15 – Episode 291: Nashville, Omar, Nigeria and Kurdistan, Long War Hour w/ Bill Roggio
- Historical Leadership Dynamics for US China Relations
- VLS At-sea Reloading
- Self-Contradiction, Priorities, Conflict, and Women in the USMC