Archive for the 'Complex Maritime Environments' Tag
In the week following the 2010 USNI History Conference; Piracy on the High Seas, there are two points that have staying power for me. They help describe why we are having such a difficult time fixing a relatively basic function of a sea power with literally the entire written history of mankind to tap into for examples about how to solve it.
This isn’t a new problem even if you have a shortsighted view of history. Just sticking to “new media” – our friend EagleOne was blogg’n about piracy from the start – well before piracy was “cool.” Check out his archive and you can see the arch from SE Asia to the Horn of Africa and a few other garden spots in between.
The problem isn’t piracy itself; it is our inability to take decisive action to eliminate it. Once again, it boils down to solid, informed leadership – leadership that is allowing itself to be confused by two things – the same two things that are still bouncing around my nogg’n a week after the conference.
Peer Review vs. Prop-wash
The first problem was indirectly pointed out by LCDR B.J. Armstrong, USN via his opening statement during the first panel;
“Hey, I’m just an operator … ”
… at the assembled academics and recidivist Staff Weenies encircling him.
His opening reminded me of a very clear point; in piracy like many things, we are suffering from analysis paralysis. Academics, researchers, and historians are very important parts of the discussion, but when we give them too much weight – and minimize the opinion and the observations of the operator – then we get what we reward; talk and discussion – and the finer points of rejoinders to introspective quandaries. I call it The Darfur Effect.
In The Darfur Effect, we have a very serious and very difficult problem that all agree is very serious and very difficult. As any good academic, researcher, and historian will tell you – the best response to such things is to get grant money, organize symposiums, publish some papers, and even better get some time in front of a Congressional committee or a temporary assignment with an IO, NGO, or GO working on a White Paper on the subject.
That is all good and well – but if that is your primary focus, and you give most of the time, money, and power to that focus – nothing really is done. Like Darfur, after the clucking of tongues and interviews on PBS’s Frontline – few are saved and the problem isn’t solved. Well, in the case of Darfur where each new finds that there is a very limited and dwindling number of Darfuris to save, eventually there are few to none to save and the problem solves itself, in a fashion.
Piracy is different in one respect. Unchecked, it grows. Unlike the case of Darfur where the people there are trying to be eliminated faster than they can replace themselves – with piracy like all lawlessness – it grows when ignored. Mitigation or elimination requires decisive operations. Yes, we have anti-piracy operations, but are they really that effective? The proof that we are still talking about this after so many years shows that no, they are not effective.
Does anyone think that we have not talked enough about piracy? In more time than we took to defeat Nazi Germany and Imperial Japan, we are still roughly talking about the same issues we were in 2005.
Ideas we have – good Direction and Guidance based on a sound Operational Concept derived from the best ideas we do not have.
DC-10s, Pintos, and Kismaayo
The best speech for its substance, subject, and delivery was at lunch by a non-military, non-historian, non-academic; the Senior Vice President of Maersk Line, Limited – Stephen M. Carmel.
He had no difficulty in getting people to stop chewing for a moment as he came of the blocks with his spines out and claws extended. He wasn’t hostile – but he gave a delivery in a manner that told you he knew that many people would not like what he had to say, many have never thought of things from his point of view – and something that warmed my heart – he had a BM1’s sense of not suffering fools lightly.
Mr. Carmel knows his business. Unlike most, he has to know his business – he has a firm understanding of sunk cost, opportunity cost, cost benefit, and comparative advantage. He actually has metrics that cannot – legally at least – be fudged or pushed into the next fiscal year. He doesn’t work in a career that is based on the conveyor belt mentality of promotion – he must perform or he will be replaced.
Such an environment can do much to clear the mind, and his presentation was focused and fact based. I won’t go into the double-ledger aspects of it all, but let me summarize it for you; piracy is a commercial non-issue for him and his company. They have, do, and will pay ransom when needed. They can mitigate piracy’s impact on their bottom line. If you need a justification for doing something about piracy – don’t use Maersk’s business needs as it.
From his area of responsibility, he has a point – but I don’t think he has the final answer either. When the green eyeshade becomes the green blinder, we often find ourselves in trouble. There were very sound business decisions made concerning the DC-10 and the Ford Pinto – but they were morally indefensible. I don’t think leaving hundreds of men languishing off some septic Somali port for hundreds of days is moral.
Though Carmel’s thoughts should be part of the discussion – it should be but a small part of a balanced view. Piracy is part of the general cancer of maritime disorder – a violent symptom along with its less directly dangerous pollution and industrial fishing sisters. Piracy is a barrier to freedom of the seas, and if left alone will grow and impact what was once an area where goods were free to flow to markets with minimal external interference.
It will grow along the same lines as the “broken window” theory of crime states that if not aggressively countered, crime will continue to grow and alter the larger culture in ways not fully understood – but never in a better way.
Those are the macro reasons – the micro ones are even more important. Hundreds of people are being held against their will as hostages by pirates. If those people were mostly Canadian, American, British, and German as opposed to South Asian and Philippino – does anyone here think that we would be sitting here talking about it being a non-issue? Really?
That is the moral reason. Sometimes, like with the anti-slavery operations by the British in the 19th Century – you do things because it is the right and moral thing to do, especially in those things that do not require a lot of blood or treasure to execute. Political and economic benefits will follow the moral – and if they don’t at least you can look yourself in the mirror in the morning.
In an age of moral equivalence and a bias against stating what is or is not acceptable, doing things because it is “the moral thing” to do is problematic perhaps – but ponder this: what makes you more uncomfortable – setting an acceptable price on another man’s freedom, or punishing those who decide to earn their living from crime and the enslavement of others?
It has been kindly suggested we naval blogging types need to elevate our game to add some thought provoking, intelligent content to produce debate and stimulate some intellectual creativity towards challenges facing our naval forces. I admit I’m still struggling to find my groove here in these pages, but I have every intention to rise to the challenge.
The New Media Office in the DoD has a blogger roundtable on Thursday with Rear Admiral “Terry” McKnight that I will be privileged to participate in. The conversation will most likely revolve around piracy off the coast of Somalia. By the time most of you read this post, the discussion will be over, but allow me to share my thoughts that I am going to attempt to turn into questions.
I am very concerned with the idea the US Navy will be fighting pirates off the coast of Somalia. It isn’t that I don’t think the US Navy should do it, and it isn’t that I don’t think the US Navy could do it effectively, rather I am concerned the US Navy may not be ready to do it.
I think the various agencies and military services have done a marvelous job building the legal framework to fight pirates with. That President Obama has the domestic political capital to instruct the Navy to take offensive action against Somali pirates suggests that patience towards dealing with the problem has paid off. When considered in context that this is even possible only 2 weeks into a new Presidential term and accounting for the domestic rejection of the military policies of the previous President, to suggest this is remarkable is to undersell the diplomatic and strategic success. It can also be called historic.
I am an observer of the US Navy, so I am observing the slow but deliberate movement of the Boxer Strike Group and the Stennis Strike Group towards the Middle East to replace the Iwo Jima Strike Group and Roosevelt Strike Group already there. I’ve have had an opportunity to speak with Commodore Peter Dallman, Commander, Boxer ESG/Amphibious Squadron Five, and I am left with the impression all three maritime services have put some real intellectual power into how they intend to address this issue tactically. The Navy currently has an LPD-17 Command ship that includes a company of Marines, some MP folks, some Coast Guard detachments, and is supported by one of our destroyers. With Stennis CSG and Boxer ESG, the Navy will probably transfer the Command role to another LPD-17 class, potentially bring in a Coast Guard cutter to help with the problem, and have a carrier strike group with an extra large number of helicopters. When I read the tea leaves, I think the Navy is about to have tremendous capabilities available to do some good against the very visible, international maritime challenge of piracy.
But I still have concerns. When you say Somalia out loud, what comes to mind? Here is my short list.
I look at Somalia and I see complexity. On one side we have the rise of an Islamist movement built on the warlord system we have never worked well with in the past taking control of the Somali government. On the other side this internationally visible criminal syndicate is conducting piracy on the high seas against international shipping, taking hostages for ransom, and through success has forced governments to dispatch the largest international naval armada since Gulf War I. Stuck in the middle we have the United Nations involved in several ways. First, the World Food Program is feeding hundreds of thousands in Somalia, and without the food shipments starvation is assured. The UN Security Council has authorized international naval forces to take action to curb piracy even including into sovereign territorial waters. We continue to see human smuggling from Somalia to Yemen that is observed by the United Nations, a massive human migration pattern by sea and a sign of the desperation in Somalia. They are also sounding the alarm about illegal fishing and dumping, without success. We have EU NAVFOR, a legitimate EU naval operation to fight piracy. We have the first naval deployment by the PLA Navy in centuries taking place off the coast of Somalia. We have the first consistent naval operation by Russia since the end of the cold war. We have seen some rather extraordinary political back handsprings in Tokyo so the Japanese can send a ship to Somalia under their constitutional model.
But the complexities run much deeper. When the Parliament in Spain passed legislation to send Spanish forces to join EU NAVFOR in April, they didn’t even hide the reason they did so was to protect their fishing fleets, which btw, are often cited as an example where Europeans are illegally fishing in the economic exclusion zone off the Somali coast creating the piracy problem in the first place. When the PLA Navy escorted a tanker owned by a company in Taiwan, it became a cross strait political incident. The French have a diplomatic agreement with Puntland authorities to hand off captured pirates for trial, even though Puntland isn’t even a sovereign government. No one really talks about why the US supported Ethiopia against the last Islamic government of Somalia, even though it was not a terrible reason considering that government was allowing terror cells to train in Somalia. There is no reason to expect this new Islamist government to be any different. Most experts are advising that stability will require an Islamist government, but those same experts rarely discuss how the large criminal syndicates which essentially own the coastal cities are thriving both economically and are not suffering from the violence the rest of the nation is. While the piracy activities are criminal, they also represent a commercial, secular population of Somalia that US diplomats can’t ignore as a potential political alternative worth considering. The Islamist groups forming the new government and the pirate syndicates do not like one another, so expect contention. Given how well funded the pirates are, that means we could potentially see a deadly civil war, which also means those well funded pirate organizations may soon find themselves in the market for bigger weapons.
Why is every boat in the Gulf of Aden either white or some shade of a faded color? Because there is no paint, no one can afford it, no one meaning both pirates and fisherman. All the boats look the same, and there are 5000+ fishing boats in the maritime areas where piracy is being conducted. Put another way, this challenge consists of an enemy that blends in with the local population.
I look at the coast of Somalia and I see government forces, irregular forces, civilians, NGOs, tribes, clans, syndicates, multinational political influence, international legal influence, international economic interest, etc.. as the physical and human terrain of a conflict zone. I see a populated space with a range of peace, law enforcement, military, environmental, and diplomatic missions as a requirement for both fighting any type of war or enforcing any type of peace. Anyone who casually reads the COIN debates at the Small Wars Journal or Abu Muqawama should quickly recognize exactly what I’m talking about.
The US Navy is about to engage, with CTF-151 leading the way, in what those who study COIN instantly recognize as complex environments (CE), and as one might expect when discussing naval forces, the complex maritime environment is found in the populated, ungoverned littorals. Does the Navy even have a definition of a complex maritime environment that accounts for government forces, irregular forces, civilians, NGOs, tribes, clans, syndicates, multinational influence, international legal influence, etc.? What does the Navy FM 3-24 look like and does it even begin to cover this scenario?
I am concerned the Navy doesn’t have a definition of a complex maritime environment anything similar to what we see in the complex maritime environment off Somalia, which is why I have trouble finding faith in the Navy’s established set of requirements for dealing with littoral challenges, which is why I have questions whether the Navy has ever really wrapped their head around what the littoral means to them. Without a definition to properly establish requirements in addressing complex maritime environment challenges in the littorals, it raises the question whether the Navy really knows how they want to deal with these types of irregular challenges. Does Somalia represent the Navy’s trial by fire?
I am observing the approach we are taking to Somalia and I keep thinking I’ve seen this before. The Navy believes unmanned technology, airpower, and space power instead of distributed manpower on the sea at the point of contact can effectively scout and provide presence for the human terrain in this conflict zone. One officer told me that at sea there is less chance of collateral damage so air power can manage these problems. Really? Tell that to the Indians, or the Russians, because right out of the gate both countries ran smack into collateral damage politics by applying the standoff warfare theory to the irregular warfare challenges naval forces face in this complex environment. We observe signs that they will soon adapt to helicopter superiority, is the Navy ready to adapt when the enemy makes the 3rd or 4th tactical evolutions, or will helicopters get shot down like they did over Baghdad?
The Navy envisions addressing complex irregular warfare challenges in the future with a half billion dollar, 3000 ton, speed optimized, aluminum hulled, stealthy, barely armed, low survivability standard, unmanned technology mothership with a small crew and a bridge surrounded by glass. In other words, the Navy believes mobility, technology, stealth, speed, air power, and every other maneuver warfare centric metric is the best way to address the human terrain of the complex maritime environment of the littorals where irregular challenges are most likely to occur. Apparently sustained presence of manpower, distribution of manpower, survivability of maritime forces, endurance, and persistent personal engagement with manpower; some of the most important aspects to successfully engaging complex land environments against irregular forces; doesn’t appear from this section of the cheap seats to be on the Navy’s radar yet.
Maybe my concerns are overblown, and I pray they are, but I keep thinking I have read this book before and it was called Iraq and Afghanistan before the ideas that became FM 3-24 were developed. I firmly believe the US Navy is going to find a lot success early on in efforts to take on the pirate problem, but after the first few tactical evolutions by the other guy, I think the Navy may quickly find itself in some bigger trouble than they are ready to deal with.
- DEF[x] Annapolis: Encourage the Innovators
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- Engineering and the Humanities: The View from Patna’s Bridge…
- A History of the Navy in 100 Objects #47: British Dockyard Models
- A History of the Navy in 100 Objects #46: WWII Japanese Radio Headset