NORFOLK, Va. — The Combined Operations From the Sea Centre of Excellence (CJOS COE), based in Norfolk, conducted its annual maritime security regimes roundtable as a virtual event last week. CJOS is one of the 27 NATO accredited cenersof excellence.

About 250 people representing 30 countries from around the world took part in the conference.

“It’s not about having the numbers we have online, but about having the right people. We strive for tangible outputs and actions,” said Commodore Guy Thomas, the CJOS COE deputy director. “Talking and awareness is good, but action is better — a lot better.”

Welcoming remarks were delivered by Vice Adm. Daniel Dwyer, director of the CJOS COE, and U.K. Royal Navy Vice Adm. Keith Blount, who commands NATO’s Allied Maritime Command, delivered the keynote address.

Blount talked about the importance of the physical presence of NATO navies at sea, and the strategic affect that creates. He said that demonstrable credibility is a fundamental part of deterrence.

Blount said NATO has had to address a recent resurgence by Russia. Russia constitutes a spectrum of threats, from nuclear submarines and highly capable high-speed missiles to hybrid warfare forces occupying territory, he said. “After having been in the doldrums for many years following the Cold War, we see a different Russia emerging.”

He also called attention to the importance of protecting a increasingly vulnerable network of undersea infrastructure, including communication cables and energy pipelines.

Speakers during the roundtable discussed asymmetric threats such as terrorism, piracy, climate change and transnational crime, but there was also a lively conversation about China. Although not part of NATO’s traditional area of responsibility, the rise of China will be an important part of NATOs future. 

The forum underscored the importance of embracing multi-domain warfighting and capabilities. However, Blount said, “It’s not so much about the individual capabilities but about integration.”

In the view of some of the speakers, while Russia must still be reckoned with, there are only two superpowers — the United States and China. While China does not border any NATO nation, what happens with China in the South China Sea does affect the western world and NATO.

The discussions alluded to NATO’s new focus of blue-ocean warfare in the North Atlantic, to include the standing up of Joint Forces Command Norfolk and the reestablishment of the U.S. 2nd Fleet (whose commander, Dwyer, is also the director of CJOS COE).

Speakers brought the participants up to date with maritime security operations around the globe, including Operation Orion in Colombia, NATO Operation Sea guardian in the Mediterranean, EU NAVFOR Mediterranean IRINI and the arms embargo off Libya and EU NAVFOR Atalanta in the Indian Ocean.

Presenters also addressed the growing use of new technologies, especially unmanned and autonomous systems, to help create larger and more effective sensor networks.

Matthew Searle, chief technology officer with Maritime Arresting Technologies, was one of the technology speakers. “I was impressed by the diversity of the presenters, who covered all aspects or maritime security from high level strategy and global issues down to specific threats,” he said.

Searle’s company makes maritime security barriers both above and below the water, specializing in rapidly deployable port security booms. “The event was a great opportunity to discuss the use of non-kinetic effectors in grey zone encounters with many stakeholders,” he said.

The deep-diving Human Occupied Vehicle Alvin is being certified for return to service following completion of a series of modernization and improvements. Alvin is currently undergoing certification dives near Bermuda.

Thanks to Alvin’s three-inch-thick titanium sphere, researchers can study the deep ocean while safe from the crushing pressure and deadly cold.

Alvin is owned by the U. S. Navy Office of Naval Research and operated by the National Deep Submergence Facility (NDSF) at Woods Hole Oceanographic Institution (WHOI) and was last certified in 2013 to dive to 4,500 meters.  Although a $50 million overhaul was conducted between 2011 and 2013, some of the necessary improvements to certify the vehicle to conduct deeper dives were not yet available. An $8 million upgrade was commenced last year.  Alvin’s upgrade and operations are largely funded by the National Science Foundation.

According to Andy Bowen, a principal engineer of applied ocean physics and engineering at WHOI and director of the NDSF, the most recent overhaul will extend Alvin’s depth certification from 4,500 to 6,500 meters.

“This increase in depth capability involves a wide range of improvements from a new titanium personnel sphere, variable ballast system, hydraulic power plant and upgraded floatation,” he said. “There has also been a myriad of improvements to the vehicle’s propulsion system, imaging capabilities and overall electronic upgrades.

“We are engaged in the early stages of sea trials to verify performance of all the vehicle systems, including life support, stability, variable ballast, manipulation and hydraulic components,” Bowen said. “Progress in verifying perforce has been steady with initial dives tethered to the support vessel RV Atlantis accomplished with satisfactory results. We expect to complete the first untethered dives this week in the harbor here in St. Georges, Bermuda. Once this has been accomplished, Atlantis and Alvin will move into open ocean and continue with a series of deeper dives until we have achieved our full depth of 6,500 meters.” 

Alvin will make its first 6,500-meter dive, or 21,325 feet — nearly four miles below the ocean’s surface — in mid-November. It takes about three and a half hours to reach that depth. Missions can last as long as 10 hours, although most missions do not travel to the vehicle’s maximum depth.

Atlantis completed its own one-year, $50 million overhaul in July.

“We planned to do the one-year refit of Atlantis to coincide with the work on Alvin, so the mothership and sub would be done in parallel,” said Tim Schnoor, a contractor supporting ONR’s research ship programs. “The work on Atlantis included improvements to and recertification of Alvin’s launch and recovery system, and the upgrades to the storage hangar where Alvin is kept between missions.”

Brian Pelletier, assistant program manager for advanced undersea systems at Naval Sea Systems Command (NAVSEA), said the certification process will ensure Alvin can be operated safely with people on board. “We ensure the system is safe for manned operations per the manual for deep submergence systems. Our NAVSEA team has been observing the November test dives in the Bahamas, and engineers from Team SUB will provide independent representatives to make sure the tests are being performed in accordance with the requirements of NAVSEA P9290, which is the Navy’s system certification procedures and criteria manual for deep submergence systems.”   

After the certification dives, Bowen said Alvin will move into a brief series of test dives to prove its scientific capabilities in the waters around Puerto Rico. “With these accomplished, Alvin’s first scientific dives will be in support for Dr. Craig Young from the University of Oregon,” he said.

Alvin usually operates with a pilot and carries two scientists, and can be fitted with the appropriate instruments and science payload for the mission being conducted.

ONR is responsible for acquisition and life cycle support, with funding also provided by the National Science Foundation and the National Oceanic and Atmospheric Administration. Alvin’s operations are managed by the NDSF and scheduling is coordinated by the University-National Oceanographic Laboratory System.

In addition to Alvin, the NDSF also operates the Navy-owned remotely operated vehicle Jason and autonomous underwater vehicle Sentry for the ocean science community.

While researchers can learn a lot from unmanned systems, Bowen said there is no substitute for the human. “Humans are still the most effective means for exploring the unknown,” he said.

GOTLAND, Sweden — Sweden and the United States conducted a recent exercise to deploy a mobile rocket launcher to a remote location and quickly engage targets.

Both Swedish and American C-130 Hercules aircraft demonstrated the ability to land on roads in a remote location on the island of Gotland in the Baltic Sea Oct. 23.   

A U.S. MC-130J Commando II Special Operations aircraft carried a Wisconsin Army National Guard M142 HIMARS (High Mobility Artillery Rocket System) long-range artillery system on board. The HIMARS was promptly unloaded and assembled for firing, then loaded onto the Swedish C-130H (designated as a TP 84 in the Swedish Air Force) and flown to another location in the northern part of the country, escorted by Swedish air force JAS 39 Gripen fighters, for a live firing event. The launch was successful.

According to the Swedish armed forces, “Within a few minutes, the system was assembled and ready to launch. It was then loaded on board the aircraft again and transported up to northern Sweden to demonstrate live firing. It was the first time this feature was fully exercised.”

“During the ongoing special forces exercise, new capabilities and weapon systems have been tested to enhance the joint operational capability in the vicinity of Sweden,” said a statement from the Swedish Ministry of Defense.

“Everything went very well. The joint exercises conducted this past weekend demonstrate how far we’ve come in our cooperation with the U.S.,” said Swedish Army Lt. Gen. Michael Claesson, Sweden’s chief of joint operations.

Gotland is Sweden’s largest island, and one of tens of thousands of islands strategically located in the Baltic Sea. Sweden is a neutral and independent country, and not a member of NATO treaty. It does, however, follow NATO military procedures and frequently participates in NATO and U.S. bilateral exercises.

The exercise demonstrates the ability to rapidly deploy lethal capabilities to remote locations, a key to the Navy and Marine Corps distributed maritime operations concept.

The Combined Joint Operations from the Sea Centre of Excellence (CJOS COE) is conducting a virtual Maritime Security Regimes round table (MSR RT) Nov. 3-4.

With an international staff representing 13 nations, the CJOS COE is led by Vice Adm. Daniel Dwyer — who is also Commander, U.S. SECOND Fleet and Commander, Joint Forces Command Norfolk — and is one of 27 NATO-accredited COEs, which serve as hubs for innovation and expertise.

The 2021 MSR RT theme is “Challenges and Threats in Global Maritime Security.” 

“As the host, CJOS COE aims to enhance knowledge and raise awareness on important issues in maritime security and, by doing so, support and preserve the interests of NATO Allies and partner nations,” said Royal Navy Commodore Thomas Guy, deputy director of CJOS COE.

Guy said the round table will bring maritime security stakeholders — military experts, academics, and representatives of the industry — together to exchange experiences, knowledge, and concerns in the field of Maritime Security. “Their participation and that of the greater community of interest will serve as an enriching forum to advance the achievement of a safer maritime domain within which everyone will be better prepared to face future challenges,” Guy said.

According to Cmdr. Nathaniel Hathaway, the MSR RT project officer, the round table is intended to bring about a better understanding of some of NATO’s most pressing geographical hot spots in terms of maritime security, the issues found there, and the challenges they pose. That includes understanding the most influential actors within those hot spots, their motivations, and how they are affected by the interests and actions of external global actors, as well as the international legal aspects of maritime activity, the intersection of naval activity and commercial shipping, and new more complex threats faced by the international community. 

“We want to share awareness across the community of some current at-sea operations, discuss technical and operational challenges, breakthrough technologies, and knowledge gaps to facilitate future research and collaboration across the community, and inform the maritime security community of the spectrum of work accomplished through the MSR RT working groups,” Hathaway said.

“Through a series of expert panels, the MSR RT will delve deeply into several of the most relevant and important issues in Maritime Security,” Hathaway said. “Challenges of the present will go hand in hand with opportunities for the future, as the MSR RT explores how the maritime security community of interest is addressing today’s threats while examining potential for future advantages.”

“We started the MSR roundtable in 2012 as a forum for sharing best practices and mutual education,” Guy said. “At that time,  NATO was more focused on maritime security instead of warfighting. Since then, NATO has focused much more on high-end warfare, but there still is a demand signal for global maritime security issues, and we’ve got a good pedigree in facilitating that.”

For more information, visit http://www.cjoscoe.org/?p=2083.  

One of the America’s most iconic ships, which sailed the high seas in the Revenue Cutter Service, Coast Guard and Navy from the Arctic to Antarctica, has been found on the bottom of the ocean. The  U.S. Revenue Cutter (USRC) Bear served for nearly 80 years before sinking in the North Atlantic in 1963, and now has been found.

“Today, I’m pleased to announce that with a reasonable degree of certainty, we found the final resting place of the historic revenue cutter Bear, a steamer ship purchased by the United States government in 1884. They went on to patrol the Arctic for 41 years,” said Rear Adm. Nancy Hahn, deputy director for operations of the NOAA Office of Marine and Aviation Operations and deputy director of the NOAA commissioned officer corps.

“After nearly two decades of searching, NOAA Ocean Exploration, the NOAA Office of National Marine Sanctuaries’ Maritime Heritage Program, the U.S. Coast Guard, and a number of academic research partners have located with reasonable certainty the final resting place of U.S. Revenue Cutter Bear,” said Brad Barr, expedition coordinator in the NOAA Office of National Marine Sanctuaries Maritime Heritage Program. 

The search for the location of the famous ship was conducted from Sept. 14 to 28, and located it approximately 260 miles due east of Boston and 90 miles south of Cape Sable, Nova Scotia.

The Oct. 14 announcement was made pierside next to the Coast Guard’s medium icebreaker USCGC Healy in Boston, which has just transited the Northwest Passage from the West Coast.

“Having served for nearly 80 years, including in the U.S. Revenue Cutter Service, the U.S. Navy, and as a ship of exploration in the Antarctic, Bear is considered one of the most historically significant ships in U.S. history for its long and meritorious service,” said Barr.

“Knowing where the wreck of Bear is located provides an opportunity to preserve what remains. Given its location in Canadian waters, whatever preservation of this significant historic site is deemed necessary and appropriate will be another story yet to be written,” Barr said.

The 198-foot, 700-ton ship was built by Alexander Stephen & Son of Dundee, Scotland, for the sealing trade in 1874. Bear entered government service and was deployed extensively in some of the most inhospitable waters on Earth. It was acquired by the U.S. government in 1884 for the Navy’s rescue mission to save the starving men of an Arctic expedition led by Army Lt. Adolphus Greeley.

The following year the Treasury Department placed it into service as a revenue cutter, spending more than four decades patrolling the Bering Straits and Arctic.

In 1897, under the command of Capt. “Hell Roaring” Mike Healy, Bear crewmembers conducted the famous “overland rescue of 1897.” Led by executive officer, Lt. Davis Jarvis and a rescue team that included 2nd Lt. Ellsworth Bertholf, U.S. Public Health Service Surgeon Samuel Call and three enlisted men, they drove a herd of 450 reindeer 1,600 miles to rescue the men of eight whaling ships stuck in the ice at Barrow, Alaska.

Alaska was a far more dangerous maritime frontier in the late 1800s than it is today. According to Coast Guard Historian Dr. By William H. Thiesen, “Bear secured witnesses for a murder case; transported Alaska’s governor on a tour of Alaska’s islands; shipped a U.S. Geological survey team to Mount Saint Elias; carried lumber and supplies for school construction in remote locations and the Arctic; delivered teachers to their assignments; carried mail for the U.S. Postal Service; enforced seal hunting laws in the Pribilof Islands; supported a Coast & Geodetic Survey team; provided medical relief to native populations; served life-saving and rescue missions; and enforced federal law throughout the waters and shorelines of Alaska.”

Bear reverted back to the Navy during World War I, and the supported relief operations in the in and around Alaska during the Spanish flu epidemic of 1918. It served until 1929, when it became a museum ship in Oakland, California.  But it didn’t stay in port for long.  Adm. Richard Byrd purchased the ship to support the 1933-35 and 1939-1941 Antarctic expeditions. When World War II broke out, Bear served again under a Navy commissioning pennant, patrolling the waters around Greenland.  After the war, the ship was sold with the intent it be returned to commercial service as a sealer, but the fur market was such that its owners abandoned it.  Eventually, a promoter saw a future for the storied ship as a restaurant and attraction and had it towed on a final voyage to Philadelphia in 1963, but it never arrived.

”At the time of the loss of Bear, it was already recognized as a historic ship,” said Joe Boyd, maritime heritage program coordinator for the Office of National Marine Sanctuaries.

The story the Bear doesn’t end with its loss in 1963. Instead, a new chapter in the Bear story opened when the search for the historic ship began in 1979 with the Massachusetts Institute of Technology and Dr. Harold Edgerton, inventor of the side-scan sonar. He deployed his revolutionary technology from a Coast Guard buoy tender near the last known position of the Bear before it left the surface. They were unsuccessful in finding the Bear, but that effort launched a 40-year quest that included not only MIT, but the Canadian government, U.S. Navy, Commonwealth of Massachusetts, Woods Hole Oceanographic Institution, Coast Guard District One, the Chief Historians Office, Coast Guard Research and Development Center, the Coast Guard Academy and NOAA.

“Identifying the final resting place of the Revenue Cutter Bear is just another example of knowing that Coast Guard joining forces to do more collectively than either of us could do individually, and showing how we work together to advance our collective missions. What makes this effort to locate the Bear special is the partnership that made it possible and incredibly valuable experience we both gained during the search for the historic vessel,” said Hahn. 

“Each moment of the surveys that led to this exciting discovery was put to use to improve crew readiness, enhance skills essential to searching for sunken vessels, including adapting existing Coast Guard ships to deploy and recover remotely operated vehicles. NOAA has been in the shipwreck survey business for a very long time,” Hahn said. “And we can tell you that we are profoundly impressed by the Coast Guard’s ability to adapt to this new challenge and apply what they’ve learned throughout this project.”

A significant bilateral naval exercise just completed in the Arabian Sea. The navies of Japan and India conducted JIMDEX 2021, the fifth iteration of their joint maritime exercises, which ran Oct. 6-8.

The exercise was led by Rear Adm. Ajay Kochhar, flag officer commanding the Western Fleet of the Indian navy, and Japanese maritime Self Defense Force (JMSDF) Rear Adm. IkeuchiIzuru, commander, Escort Flotilla Three.

India’s guided missile destroyer INS Kochi (D64) and guided missile frigate INS Teg (F45) operated with Izumo Class-multi-purpose destroyer Kaga (DDH 184) and destroyer JS Murasame (DD 101).

According to an Indian ministry of defense press release, the forces were engaging in a high tempo of operations focused on air, surface and sub-surface dimensions of maritime operations as well as the air domain.

“The complex maritime exercises undertaken will enable the two navies to further strengthen their already wide-ranging strategic partnership and, when required, to jointly safeguard their maritime interests and ensure peace, security and stability in the region.”

Both navies share some similar platforms and systems, like the P-8 maritime patrol aircraft. Both navies operate indigenous ships and aircraft, like the Kochi and Izumo, which looks more like a helicopter carrier than a destroyer (at 27,000 tons fully loaded, Izumo is the largest ship in the JDMSF fleet). India’s and the Russian designed stealth frigate Teg and MiG 29 fighters might be representative of potential adversaries.

During the exercises the units conducted over-the-horizon targeting, antisubmarine warfare, naval gunnery and underway replenishment. The ships’ embarked cross-deck landings to demonstrate interoperability. The exercise involved what the Indian MoD statement described as “a high tempo of flying operations with MiG 29K fighters coming in for multiple simulated air strike on surface units.”

India’s cooperation with other navies may be seen as statement to an increasingly competitive China.

“The IOR [Indian Ocean Region] is quickly becoming the home of a contest between India and China,” wrote Aman Thakker in New Perspectives in Foreign Policy, published by the Center for Strategic and International Studies. “China has made aggressive moves to advance its strategic interests in the region, particularly by gaining access to military bases and strategic ports by employing illiberal and predatory economic practices.

“India now recognizes that it cannot allow China to replicate the playbook it used in the South China Sea and challenge territorial claims and international norms of freedom of navigation, overflight, and unimpeded commerce in the IOR,” Thakker wrote.

It is also significant for Japan in that it is conducting exercises far from home waters and with a nation other than the U.S., which can also be interpreted as a signal to China.

“The complex maritime exercises undertaken will enable the two navies to further strengthen their already wide-ranging strategic partnership and, when required, to jointly safeguard their maritime interests and ensure peace, security and stability in the region,” the Indian navy said in its statement.

The U.K. Royal Navy is learning the cold facts about operating in the Arctic from shipmates in the Canadian Coast Guard, who have a great deal of cold weather experience.

British sailors are training with Canadians to learn how to navigate through icy waters and how to break ice where necessary, while Canadian Coast Guard personnel will have operational training opportunities and gain experience with crewless technology with the Royal Navy, according to a press release from the Royal Navy.

An agreement to formalize the arrangement was signed between the two NATO nations at the Canadian Coast Guard’s (CCG) headquarters in Ottawa by its commissioner, Mario Pelletier, and Second Sea Lord Vice Admiral Nick Hine on Oct. 8.

“I am delighted to sign this agreement that will see the Royal Navy and Canadian Coast Guard work even closer together in the Arctic, sharing and developing our ice experience, as we strive to become ever more interoperable and interchangeable,” said Hine. 

“The Canadian Coast Guard welcomes the opportunity to build on the existing close relationship between Canada and the United Kingdom. Through this memorandum of understanding, we will benefit from the Royal Navy’s operational experience and expertise, and we look forward to sharing our skills and knowledge of the Arctic,” said Pelletier.

The two services have worked together before. In 2020, several Royal Navy watchkeeping officers from HMS Protector, the UK’s sole ice patrol ship, sailed with a CCG vessel to gain experience in ice operations.

“The sharing of the Canadian Coast Guard’s wide experience and expertise will mean British sailors are better equipped when sailing to the frozen region,” the Royal Navy statement said.

Canadian Coast Guard icebreaking vessels, from hovercraft to heavy and light icebreaking and long-endurance ships, keep Canadian ports open year-round, freeing ice-bound vessels, escorting ships through ice-covered waters and maintaining a constant presence the High North during the navigable season.

The Royal Navy has shown a renewed interest in the Arctic region in recent years because of its key strategic importance to the security of the U.K.

“Warships are a regular presence in the region, while Royal Marines train in Norway annually as the U.K.’s specialists in the cold weather warfare,” said the Royal Navy statement. “HMS Lancaster recently returned from a on a 3,000-mile round-trip through the Norwegian Sea and into the Arctic Circle — the latest Royal Navy vessel to head to the High North over the past few years.”

The NATO Naval Mine Warfare Centre of Excellence (NMW COE) in Ostend, Belgium, is NATO’s main source of expertise regarding all aspects of NMW, leveraging the collective knowledge and expertise from the entire NMW community in support of the alliance.

Like the 26 other COEs accredited by NATO, the NMW COE focuses four main pillars: education, training, exercise and evaluation; analysis and lessons learned; doctrine development and stan­dardization; and concept development and experimentation.

The center brings mine warfare experts together for an annual symposium. Although its two previous conferences were canceled for COVID-19 and other reasons, the 2021 conference was held virtually in June.

“Our focus was how we can learn from each other — not only from military, but also from civilians, and how we can work together in the future,” said Cmdr. Herman Lammers of the Royal Netherlands Navy, director of the NMW COE.

In addition to holding its own conference, the NMW COE participates in a long list of working groups, training courses, conferences and exercises.

“We’re part of NATO’s naval armament, standardization and defense planning working groups, as well as any conference where Naval Mine Warfare is on the agenda. Those meetings are paramount to ensure efficient networking and exchange of expertise and knowledge,” Lammers said. “If we want to be a hub, we need to be present at all those meetings.”

The NMW COE is collocated with EGUERMIN (Ecole de Guerre des Mines), the Belgian-Netherlands Naval Mine Warfare School at Ostend, and assists with their national and international courses when required. Belgium and the Netherlands are founding “framework nations,” with Poland and Italy joining the COE as sponsoring nations. Germany participates via EGUERMIN, through a memorandum of understanding. Lammers said other nations are welcome, too. 

Lammers said the center serves as a “hub of knowledge.” The Lessons Learned and Analysis (LL&A) branch is actively involved in collecting and analyzing lessons learned and lessons identified that are forwarded through the NATO Lessons Learned portal, the NATO Allied Maritime Command (MARCOM) at Northwood, United Kingdom, or directly to the NMW COE. After analyzing the problem, a remedial action is proposed and sometimes even tested, so necessary improvements can be made. Lammers said the NMW COE shares this knowledge with MARCOM, The NATO Joint Analysis and Lessons Learned Centre in Lisbon, Portugal, and among the other maritime COEs.

“It’s important to identify what works, as well as understand what doesn’t work and learn from our mistakes,” said Belgian Navy Cmdr. Ward De Grieve, the center’s chief of staff. “It’s the only way to improve.”

As a COE, Lammers said his team is constantly monitoring and evaluating the future trends and technologies.

“Staying on top of all the new developments in a continuous task. By enabling the exchange of information and experience throughout the maritime community, we can help identify synergies,” Lammers said. “I refer to maritime instead of naval because mines and unexploded ordnance in the maritime domain are no longer exclusively a military issue.”

The COE actively contributes to and participates in exercises like BALTOPS and Bold Move by providing advice and scenario inputs. They develop and evaluate new operating concepts and adapt existing doctrine, as well as establish experimentation with new technologies.

The center conducted experiments during BALTOPS 50 to test and validate experimental tactics involving the use of unmanned underwater and surface vehicles and implemented them into the existing naval mine countermeasures planning and evaluation software tool MCM EXPERT.

The center helps to achieve interoperability among NATO navies through understanding and promoting standardization proposals and updates.

“We are actively participating and contributing to the various working groups and syndicates within NATO to provide balanced advice and proposals to adapt, improve and update existing doctrine,” Lammers said.

Lammers said the NMW COE’s team of seven subject matter experts and small support staff has extensive NMW knowledge and expertise, and can use its relationships, partnerships and connections to assist in many ways.

“If we don’t have an answer to a question, we can rely on our extensive network to provide the necessary answers,” he said. “The NATO NMW COE is the hub of knowledge within NMW. Our focus is not only on the long term, assisting NATO in transformation, but also on real-time practical support to the units at sea.”

Italian army Gen. Paolo Ruggiero, the deputy supreme allied commander transformation, said, “the alliance has been successful because it has constantly adapted and transformed into what was needed to be relevant.”

He credits part of that success to the 27 accredited NATO COEs, including the NMW COE, and the work they do on the four pillars.

According to Ruggiero, the COEs belong to the participating nations, not NATO per se, but are accredited by NATO. There are a set of prerequisites and a rigorous process for a center to be accredited and periodic assessments are required for a COE to maintain its status.

The COEs provide all of the nations a venue to share what they do best. “Each one of them has unique exper­tise,” Ruggiero said. “They can cover similar areas of interest in terms of domain — for instance, maritime, land, air — but they’re specific in one specific military area and expertise.”

The COEs may not involve every NATO nation, but most represent more than one country, and in some cases, they are joined by partner nations such as Sweden, Finland, Switzerland and Austria.

“Our partners benefit from this sharing of information, and we benefit from them,” Ruggiero said.

Contributing to the Alliance

Ruggiero said the COEs have provided a way for NATO’s post-Cold War member nations to visibly contribute to the alliance.

“A new country could contribute to NATO by hosting a center of excellence, while at the same time raising the flag of NATO in their country,” he said, adding that COEs are an extraordinary force multiplier for NATO.

“The COEs provide the alliance with a community of nearly 1,000 military and civilian experts that provide their knowledge and experience,” Ruggiero said.

Capt. Robert A. Baughman, USN, mine warfare division director at the U.S. Naval Surface and Mine Warfighting Development Center (SMWDC), presented at the recent conference. He said the NATO NMW COE is analogous to SMWDC as a warfighting development center working on tactics, doctrine development, experimentation and integration of new technologies.

“NATO officers can truly specialize as career mine warfare experts,” Baughman said. “The NATO NMW COE provides a unique opportunity for us to leverage all that institutional knowledge and expertise. They’re also co-located with EGUERMIN, their schoolhouse, and we’re plugged in with both of those organizations.

“We leverage their courses of instruction — specifically the staff officer and principal warfare officer courses, for our warfare tactics instructors training pipeline, and take part in their exercises for staff training. We also participate in the NATO Naval Mine Warfare battle rhythm, conferences and in their working groups,” he said. “Mine warfare is a team sport, so it’s critical for us to understand how our allied and partner mine counter­measures systems work, and to integrate into combined operations to build interoperability.”

The Office of Naval Research (ONR) observed its 75^th anniversary Sept. 30 with a virtual event that examined “the Future of Warfare.”

The event, called “ONR at 75: Reimagine Naval Power,” featured  the participation of senior naval and congressional leaders and brief remarks from Chief of Naval Operations Adm. Michael M. Gilday. The online event summarized some of ONR’s historical achievements and a video about its past, present and future. Chief of Naval Research Rear Adm. Lorin Selby moderated a panel with Reps. Seth Moulton (D-Massachusetts) and Mike Waltz (R-Florida) of the House Armed Services Committee and Vice Chief of Naval Research Marine Corps Brig. Gen. Benjamin Watson and Dr. Jason Stack, ONR’s director for Ocean, Atmosphere and Space Research.

During World War II, the U.S. government established very successful relationships with academia and industry to help ensure our nation’s scientific and technical dominance over the enemy forces.  After the war, Congress formally established ONR in 1946 to maintain that thriving partnership. Its stated mission was to “plan, foster and encourage scientific research for the sake of future naval power and the preservation of national security.” Today, 75 years later, ONR’s mission has not changed and continues to bring together a wide range of partners in government, the military, industry and academia in a collaborative environment.

For seven and a half decades, the Navy Marine Corps and nation have been profoundly affected by the countless innovations and discoveries nurtured by ONR, a pioneer in the fields as diverse as digital computing, directed energy, navigation, and the world’s understanding of the oceans.

A video prepared for the anniversary observance talked about how ONR has “reshaped the ocean sciences by advancing our understanding of ocean dynamics and the transmission of sound, as well as developing new technologies that help explore the deep, improve the mapping of the ocean floor, and autonomously gathered data for weather prediction. ONR supported expeditions that took humans to the deepest depths of the world ocean and to the highest balloon ascent in the early 1960s. ONR technology helped in the first detection of hydrothermal vents and a new form of life based on chemo-synthesis in the 1970s, as well as the discovery of the wreck of the RMS Titanic in the 1980s. The groundbreaking Project Whirlwind in the 1940s and 1950s created the first digital computer capable of real time computing, making it the direct ancestor of everything from the computers in our cars to the servers that monitor daily shipping traffic and air defense. Investments in directed energy resulted in the invention of the ‘maser,’ which stood for “microwave amplification by stimulated emission of radiation, an early form of directed energy in the 1950s. More than 60 years later, in 2014 ONR deployed the first operational laser weapon on a naval vessel.”

During the panel discussion, Moulton said the U.S. has a strong Navy in large part because the nation has always had a technological edge over its competitors.  But, he said, the U.S. does not have the luxury of a comfortable lead today when it comes to global competition with global peer competitors, citing the need for more basic government-led research and technology development in the private sector.

Waltz said in today warfighting environment, the first shot will be fired in space and the cyber domain by autonomous systems. “The next evolution is when we pair those systems with artificial intelligence.”

Stack talked about how ONR often takes a long-term view and invests in science and technologies for years and sometimes decades, and not just in things, but in people, partnerships and enablers.

Watson, who is not only Selby’s deputy but also the commander of the Marine Corps Warfighting Laboratory, talked about reexamining long-held assumptions about maritime superiority, and about the changing nature of warfare, and the need to adapt to gray zone and hybrid threats.

“This virtual celebration presents a great opportunity to commemorate ONR’s legacy of innovation and forward-thinking, while looking ahead to whole new worlds of innovation for the Navy and Marine Corps,” Selby said. “Today, the Office of Naval Research is making possible a safe and secure future for our Navy, Marine Corps and nation.

“We know that the Navy and Marine Corps today look very different than it did back in 1946, when ONR was founded, and we also know that the fleet and force of tomorrow will look very different yet again than it does today,” Selby said.  “The one thing we know for sure, though, is that ONR will continue to lead the way.”

U.S. shipyards are busy building the next generation of Navy ships and Coast Guard cutters. As the current workforce is retiring, and taking their skills and knowledge with them, the next generation of naval architects, naval engineers, tradesmen and technicians are needed.

The Navy is building guided missile destroyers, amphibious ships, attack submarines, littoral combat ships, and replenishment oilers and embarking on a new guided missile frigate, large surface combatant and ballistic missile submarine programs, not to mention a number of new, smaller ships. The Coast Guard is introducing the national security cutter and fast response cutter and starting the offshore patrol cutter, polar security cutter and waterway commerce cutter programs.

Formal apprenticeship and internship programs are delivering long-lasting results. Many graduates of these programs stay with their organizations for a full career and rise to leadership positions.

The Apprentice School, located at Huntington Ingalls Newport News Shipbuilding in Newport News, Virginia, was founded in 1919 and has delivered more than 10,000 graduates since its founding.

“We’re considered as the leadership factory of the company,” said Latitia McCane, The school’s director of education. The program is in high demand. “We have 4,000 applications for 200 slots,” McCane said.

The company has a pre-apprentice program that gives high school students an early start with a job at the shipyard and preparatory courses to get them ready for school. The Apprentice School and its leadership are structured within Newport News Shipbuilding, a division of Huntington Ingalls Industries.

The school’s facilities range from traditional classrooms to waterfront production facilities.

“We have more than 70 craft instructors who are apprentice graduates,” McCane said. 

Retired Rear Adm. Brad Williamson, executive director of the Hampton Roads Maritime Industrial Base Eco­system (MIBE), said senior-level workers are retiring faster than new ones can be hired.

“The senior workers have a wealth of practical experience that they are taking with them into retirement,” he said, adding that shipyards and other marine industry employers are all looking for talent. “When it comes to these challenges, we’re not alone in shipbuilding. It’s all of the trades, in every industry.”

Williamson called for cooperation instead of competition to help everyone obtain the workforce they need.

“It’s better to come together and to think as a team instead of individual companies,” he said.

Craig Savage, director of communications and external affairs at Mobile, Alabama-based Austal USA, said the workforce development programs benefit everyone.

“Apprenticeship programs not only benefit our industry, but they also provide opportunities for our local communities to learn a valuable trade and apply that skill to either our industry of defense and maritime manufacturing, or other industries in our region,” he said. “These programs are a win-win all the way around.”

Austal currently builds the all-aluminum Independence-class variant of the littoral combat ship and expeditionary fast transport for the Navy. As those programs wind down, the company is transitioning to a capability to build steel ships for the Navy.

AIDT Maritime Training Center, a subsidiary of Alabama Industrial Development Training (AIDT), provides company-specific job training in welding, pipe­fitting, design, structural fitter, safety and leadership to support Alabama’s shipbuilding industry. The center is co-located with the Austal USA shipyard and trains workers to Austal’s methods, tools and standards, and will be vital to training the existing and new workers on steel ship fabrication.

Starting Young

Fincantieri Marinette Marine (FMM) in Wisconsin is building the Freedom-class variant of LCS and multi-mission surface combatant for Saudi Arabia. It has also been selected to build the Navy’s new Constellation-class guided missile frigate, which requires reconfiguring the yard and upgrading facilities to build the larger ships — and hiring more workers.

“We’re working very closely with community partners to help us to find the majority of those positions locally,” said Bethany Skorik, senior manager of public affairs and government relations with FMM. “We’re working with our local school systems, from elementary to middle to high school, on how we can get students interested in shipbuilding. They can start thinking about the really satisfying careers in manufacturing and being able to make something complex like a ship from start to finish.”

Skorik said the shipyard is the largest employer in the region, but occasionally has to remind people the yard is growing and hiring.

“We’re working closely with the area technical colleges. The students come to learn about what we’re doing, tour the shipyard and talk to our employees. We help the schools build curriculum, so that students have a direct path to a job. They can get a two-year degree and an actual job, and we have programs where students can start working towards a tech degree while they’re in high school. And we can hire them right out of high school.”

Skorik said FMM partners with the Northeast Wisconsin Technical College, which built an impressive facility a block away from the shipyard.

“They have welding booths and a ship mock-up to teach electrical work, for example. They not only train people who can come work for us, but we send our employees there to get specific marine electrical training, conduct research or expand their knowledge,” she said.

While some shipyards have grown, a number have also downsized or failed, leaving skilled workers without jobs. In those communities where naval ship construction and repair work has dwindled, public-private partnerships have strived to keep good paying maritime jobs in their regions. When the Philadelphia Naval Shipyard and commercial shipyards building ships for the Navy closed, a consortium of educators, the Collegiate Consortium for Workforce and Economic Development (CCWED), came together to help displaced civilian workers retrain, retool and find other jobs. 

Karen Kozachyn, vice president of workforce and economic development at Delaware County Community College in Media, Pennsylvania, and a member of the Business Development Team for CCWED, said the local community colleges have worked together to provide skilled employees.

“If a company asks for training in advanced welding, the consortium team evaluates the need, develops a training plan, locates a training site and then assigns the training to whoever has the capacity,” Kozachyn said. “The curriculum and competencies of the training are established by the employer, so it aligns to the company’s need — it’s never hit or miss.”

Those opportunities exist along a broad spectrum. The Maritime Administration recognizes this and is supporting 27 community colleges, training academies and organizations as Centers of Excellence. 

“We are no longer focused only on mariners who go to sea on big ships, but coastal and inland mariners, as well as the shore jobs and trades related to the maritime industry,” said Shashi Kumar, MARAD national coordinator for maritime education and training.

“These smaller institutions, many of which are near ports or waterways, understand the local need.  They’re more agile, and can create new programs and accomplish things faster,” he said.

Submarine construction is growing at the General Dynamics Electric Boat submarine construction yards at Quonset, Rhode Island, and Groton, Connecticut, as are new state-of-the art facilities to fabricate and assemble them. Electric Boat expects to hire 2,400 engineers, tradesmen and support personnel this year alone, but finding enough trained and qualified workers continues to be elusive.

The Southeastern New England Defense Industry Alliance (SENEDIA) is a next-generation industry partnership supported by workforce development stakeholders. SENEDIA membership include 130 companies, mostly in southeastern new England, but beyond as well supporting submarine construction and undersea technology. It has an $18.6 million DoD contract to develop the Next Generation Submarine Shipbuilding Supply Chain Partnership in Connecticut, Massachusetts and Rhode Island. The partnership is comprised of state workforce agencies, academic institutions, training providers, and Manufacturing Extension Partnerships and Procurement Technical Assistance Centers in the region.

According to SENEDIA Executive Director Molly Magee, the partner organizations are teaching basic trade skills to make new shipyard workers immediately productive.

“One of our key goals at SENEDIA is to help engage the next generation workforce so that they see and consider the many high-wage, high-demand, high-growth opportunities, whether STEM or trade/industrial skill related, there are through defense-related career path­ways,” Magee said.

Complex Skillsets

Building complex warships can take place far from the waterfront, for equipment such as sensors, propulsion plants and integrated combat systems. 

James Birge, president of Massachusetts College of Liberal Arts (MCLA), located in North Adams, sees a mutually beneficial relationship between his school and the largest engineering and manufacturing employer in the region, General Dynamics Mission Systems in Pittsfield.

“The company’s business of developing and building complex combat management systems is growing, and there is a need for electrical engineering skill sets — that’s just one discipline — that we could be responsive to. And we want to offer good jobs to our graduates.”

Birge said MCLA is looking at its course offerings as “future-based,” in that “some of the jobs our students will have don’t exist today.”

Ellen Kennedy, president of Berkshire Community College, said her school works with employers and industry sectors in her service area in western Massachusetts to develop a stable and prepared workforce.

“We and MCLA meet with General Dynamics on a regular basis to make sure that our programming aligns with their needs,” she said.

Students from both MCLA and Berkshire, along with other schools, can have internships at General Dynamics.

“Interns are an incredible pipeline to our future workforce,” said Brenda Burdick, director of marketing and public relations for General Dynamics Mission Systems. “We typically see a 65-75% conversion rate from interns to full-time employee.”

General Dynamics Mission Systems invests in its employees and their education and professional development. Employees can be assigned mentors and allow them to participate in rotational assignments that allow them to explore their areas of interest and learn about each facet of the company. It also funds graduate education to develop leaders, business managers and executives, and technical experts.

Government Yards

Like industry, the four government-owned yards have had a large workload coming into shipyard and have been hiring a lot of people. According to John Snell, director for Training and Workforce Development Program Manager for the naval shipyards at Naval Sea Systems Command, there has been a seismic shift in demographics at the yards.

“We used to train our young mechanics said under a few experienced master mechanics, but those senior people have or are now retiring. As these young people have been coming aboard, we’ve needed to get them up to speed quickly.”

Snell said in the not too distant past the Navy was delivering the training in brick-and-mortar schoolhouses, with PowerPoint presentations and a little bit on hands-on training with displays in the back of the classrooms.

“We realized that this was not the path we needed to take to get us into the future,” he said.

That’s why the Navy is updating its training systems to provide more relevant learning that is appropriate for today’s workforce.

“We believe a mechanic needs to touch things — turn a valve, turn a wrench, strike an arc. It’s not the kind of training people can do remotely from home. Most of the online, on-demand training is leadership and supervisory training,” Snell said. “But we are always looking for new simulation capabilities and online tools that can improve and accelerate learning.”

While someone can get a good direct-hire job at one of the naval shipyards, he said the yards’ apprentice programs are a pathway to rewarding, life-long careers.

“The apprenticeship program teaches a lot of things about shipbuilding and repair besides the more-narrow technical skills for a particular trade, and it provides the associate’s degree from one of our community college partners,” he said.

The Pearl Harbor Naval Shipyard and Intermediate Maintenance Facility (PHNSY & IMF) Apprenticeship Training Program is certified by the U.S. Department of Labor and administered through a contract between Honolulu Community College and PHNSY & IMF. The program offers 7,200 hours or more of on-the-job training, trade theory and academic study, culminating in an applied science degree in applied trades and a journeyman job in the shipyard.

Classes are taught in a Honolulu Community College facility on the yard. Jobs are available in structural, mechanical, electrical/electronic engineering, piping, air conditioning and refrigeration and other trades.  Qualified and motivated apprentice program graduates can pursue a four-year degree through the Apprentice to Engineer program.

Lauryn-Mae Pang was working several jobs when she found out about the PHNSY & IMF apprentice program. She wanted more than assorted jobs: She wanted a career. She applied, was accepted and completed the apprentice program, becoming a diesel mechanic in the shipyard’s crane shop. Pang took advantage of the Apprentice to Engineer program and went on to receive a Bachelor of Science from the University of Hawaii. She is now serving as a nuclear mechanical engineer at the shipyard.

“Some of the people coming into the apprenticeship programs are looking for structure. We give them an educational program with academic standards and teach them a trade with performance standards they have to adhere to,” Snell said. “They grow in that environment. And the next thing you know, they’re leaders in the shipyard.”