Off the Deck

Off the Deck
Showing posts with label Humanitarian Ops. Show all posts
Showing posts with label Humanitarian Ops. Show all posts

Thursday, March 09, 2017

Disaster Aid from Air: Edible Drones

Delivering disaster aid to areas stricken with violence or impassible roads or other reasons for inaccessibility is a problem. One company, Windhorse Aero, has a proposed solution - unpowered drones that can deliver food and other supplies and in some forms, be food and fuel for those in trouble on the ground.
For the first time ever, aid will be delivered accurately to those in desperate need with this use of a revolutionary and unique Unmanned Air Vehicle (UAV).

There were over 125 natural disasters last year, add this to areas of conflict and the number of people starving as a result gets to breath taking levels.

Access to the people affected can be restricted due to the loss of infrastructure and many other dangers. Also, traditional methods of deploying aid can be ineffective, inaccurate or just impossible to use.

Windhorse has developed a specialist UAV called POUNCER™ that will be loaded with appropriate food, transported to the disaster area and fly independently to its pre-planned destination and land accurately into the selected landing zone, avoiding all infrastructure problems, corruption or hostile groups while saving time, money and more importantly lives.

POUNCER™'s pre-formed shell can be reused to provide shelter, the frame can be burnt safely to cook food, and the payload, which is food and water, provides life saving nutrition.

Windhorse Aerospace from Windhorse Aerospace on Vimeo.

Windhorse lays out some interesting scenarios here.

I assume that some sort of small comms package goes along with these things to allow people on the ground to talk to the aid agencies about what help is needed such as medical needs and the like.

Hat tip to Aviation Week

Thursday, June 30, 2016

"It's for the Children" and Other Excuses for War-Making

I've long been a critic of humanitarian interventions:
These should not be confused with "humanitarian operations." Humanitarian operations
Refugee boat capsizing after escaping a the consequences of a humanitarian intervention
are approved by countries affected by some disaster or another, such as the aid rendered to the victims of the tsunami of December 2004 or other efforts to assist areas impacted by storms or earthquakes. In such cases, military forces may end up working with non-governmental organizations like the Red Cross or transnational entities like the UN and its disaster contractors. In such cases, the role of the military is usually logistical support.


By contrast, in a "humanitarian intervention" armed force is used directly to intervene in a sovereign nation's affairs even against the will of the sovereign of the invaded or attacked nation.

So it was with a great deal of interest I read David Bromwich's "The Roots of Hillary's Infatuation with War" in which he discusses the alter ego of "humanitarian intervention" - "smart power":
Smart power is supposed to widen the prospects of liberal society and assist the spread of human rights. Yet the term itself creates a puzzle. Hillary Clinton’s successful advocacy of violent regime change in Libya and her continuing call to support armed insurgents against the Assad government in Syria have been arguments for war, but arguments that claim a special exemption. For these wars—both the one we led and the one we should have led—were “humanitarian wars.” This last phrase Clinton has avoided using, just as she has avoided explaining her commitment to the internationalist program known as “Responsibility to Protect,” with its broad definition of genocide and multiple triggers for legitimate intervention. Instead, in a Democratic primary debate in October 2015, she chose to characterize the Libya war as “smart power at its best.”

Understanding the impulse to "protect" (couched as a "responsibility to protect") is important in examining political candidates for high office.

Not just in terms of the presumptive Democratic Party presidential candidate who is the topic of Dr. Bromwich's piece, but also in thinking about how we get into messy situations abroad - like Kosovo (still not at peace and hello ISIS, Somalia ("Blackhawk Down"), and Libya (hello, ISIS). If I recall correctly there were some "red line" warnings to Assad in Syria that sounded in humanitarian concerns.

In any event, Dr. Bromwich is right in asking at what level of humanitarian concern is intervention acceptable to a candidate? Would the Khmer Rouge and the killing fields of Cambodia now qualify? Rwanda? What about Mao's China and its "cultural revolution?" Stalin starving the Ukraine?

I think you get the drift - putting U.S. forces into combat in defense of the U.S. is one thing. Using our forces to deliver aid after a disaster is another. But is intervening in another country's affairs "for the children" - a mission we ought to undertake?

Indeed, as Dr. Bromwich writes, "An incorrigible belief in the purity of one’s motives is among the most dangerous endowments a politician can possess."

My mother always quoted, "The road to hell is paved with good intentions."

It's a dangerous path.

Tuesday, March 29, 2011

US Navy in Japan: Humanitarian Aid Delivered by Air

Hat tip to: The PJ Tatler - Video: US Navy pilots surprise Japanese with food and water.



Minor correction. The pilots are the guys who are inside the the cockpit and driving the aircraft. The aircrew are the people who are carrying the supplies from the helicopter to the people waiting on the ground. Now, as the father of a Navy helicopter pilot, I love the helo pilots, but give "the guys in back" a big hand here.

And to PJ Tatler - thanks for noticing.

Tuesday, September 28, 2010

Navy Gulf of Aden Rescue Effort Saves 61 but 24 missing or dead

Eighty-five people in a disabled "migrant" boat adrift in the Gulf of Aden . . . resulted in a rescue and tragedy as set out here:
USS Winston S. Churchill (DDG 81), assigned to
Combined Task Force (CTF) 151, identified a skiff drifting in the Gulf of Aden Sept. 26.

The skiff was initially discovered at approximately 7:30 a.m. local by the Republic of Korea vessel, ROKN Wan Geon (DDG 978), which passed the skiff's position to Winston S. Churchill, operating in the vicinity.

The skiff was carrying approximately 85 passengers, consisting of 10 Somalis and 75 Ethiopians.

Once on station, CTF 151 commander, Turkish navy Rear Adm. Sinan Ertugrul, directed Winston S. Churchill to render assistance to the skiff. Using a rigid-hulled inflatable boat (RHIB), Churchill crew members boarded the skiff and immediately rendered assistance, providing food and water to the skiff's passengers.

Churchill crew members determined the engines were inoperable and attempted to effect repairs, but were unsuccessful.

The RHIB then began towing the vessel to safety out of the Gulf's maritime traffic corridor and toward the coast of Somalia.

At 8:30 local Sept. 27, while transferring humanitarian supplies to the skiff, the passengers rushed to one side and the skiff began taking on water, quickly capsizing and sinking rapidly, leaving all 85 passengers in the water. Winston S. Churchill immediately began conducting search and rescue operations using an additional RHIB assisted by an Australian maritime patrol aircraft.

Despite the effort, approximately 13 passengers drowned, while 61 passengers were rescued and brought safely on board Winston S. Churchill. Eight passengers have been listed as missing.
Take a close look at the boat jammed with people, figure that they were being smuggled across the Gulf of Aden in a human smuggling operation . . . this tragedy was written long before Churchill showed up.

Sad, very sad.

Monday, January 18, 2010

Haiti: Crane ships and more ordered to Haiti

H/T: GCaptain and to Ken Adams (see comments). DOT Press Release here.

MARAD ships are getting ordered to Haiti:
The U.S. Maritime Administration
announced Monday that MV Gopher State, MV Cornhusker State (photos to left) and SS Cape May will join OPDS Petersburg from California and M/V Huakai from Hawaii.


“Sending these ships will help those on the front line of this effort save as many lives in Haiti as possible,” Secretary of Transportation Ray LaHood said. “These ships will add crucial capabilities by supporting operations to move large volumes of people and cargo.”

Acting Maritime Administrator David T. Matsuda added, “These ships and skilled crews are ideally suited to assist in Haiti by providing unique capabilities. One cargo ship can carry as much as 400 fully loaded cargo planes.”
During today's Blogger Roundtable, LTG Keen discussed the severe fuel shortages adding the complexity of humanitarian operations in Haiti. The immediate solution is OPDS Petersburg.

What are OPDS ships? See here:
Today planning for petroleum delivery to combat shore areas is on-going. As noted here, the basic system is the Offshore Petroleum Discharge System (OPDS). OPDS defined:
Provides a semipermanent, all-weather facility for bulk transfer of petroleum, oils, and lubricants (POL) directly from an offshore tanker to a beach termination unit (BTU) located immediately inland from the high watermark. POL then is either transported inland or stored in the beach support area. Major offshore petroleum discharge systems (OPDS) components are: the OPDS tanker with booster pumps and spread mooring winches; a recoverable single anchor leg mooring (SALM) to accommodate tankers of up to 70,000 deadweight tons; ship to SALM hose lines; up to 4 miles of 6-inch (internal diameter) conduit for pumping to the beach; and two BTUs to interface with the shoreside systems. OPDS can support a two line system for multiproduct discharge, but ship standoff distance is reduced from 4 to 2 miles. Amphibious construction battalions install the OPDS with underwater construction team assistance. OPDS are embarked on selected ready reserve force tankers modified to support the system.
All of which means that the Navy runs a pipeline to the beach from a mooring buoy offshore to which product tankers can connect and pump their cargo to storage facilities operated by the Army on the shore. This system is operated by the Military Sealift Command:
The U.S. Navy's Military Sealift Command awarded a $26.6 million contract with options to Edison Chouest Offshore, based in Galliano, La., for the time charter of one Offshore Petroleum Discharge System, or OPDS.

The OPDS consists of two ships -- a support ship and a tender -- that work together to pump fuel for U.S. military forces from a commercial oil tanker moored at sea to a temporary fuel storage area ashore.

To begin the process, the 348-foot support ship and 165-foot tender work together to install up to eight miles of eight-inch-diameter flexible pipe. Next, the support ship positions the tanker for safe off-load operations. While the tender holds the tanker in place, the tanker's lines connect to the flexible pipe through the support ship. Booster pumps aboard the support ship increase the pressure of fuel, pushing the fuel to shore.

The OPDS is especially valuable in areas where fuel piers are unavailable, and tankers are unable to tie up ashore to off-load fuel. The OPDS can pump up to 1.7 million gallons of fuel per day.
The system has been recently exercised. And, no, that ship is not sinking, it's just positioning itself to offload the Single Anchor Leg Moor component of OPDS.

Comparison of "old" OPDS with new contract OPDS:


From PowerPoint presentations which can be reached from here and here.
The new system allows for use of other tankers, greater offshore distance and more flexibility.
Two of the ships are Auxiliary Crane Ships (ACS) and will substantially add to the ability to move cargo from ship to shore.

Cape May is a Seabee class barge carrier - which, I think might prove to be perfect for transporting JLOTS barges, as seen in the nearby photos, the Navy Improved Navy Lighterage System (INLS) can fit nicely onto barges, but the deck of Cape May is of a size that INLS can be "mother shipped" on deck.

Deck loading for Cape May is a feature of its design:





As noted here:
SEABEE carriers are capable of embarking barges at the stern using winch-driven lift platforms with a load-carrying capacity of more than 2,000 metric tons. Barges are loaded, usually in pairs, by being floated into the dock-like afterbody of the ship over the lowered lifting platforms, then lifted up to deck height, from where they are rolled into the ship on very flat rail-mounted trolleys. This type of transfer is thus known as "lift and roll". The Lykes Line's SEABEE ships can stow thirty-eight barges on three decks. Special fittings allow the upper deck to be loaded with containers instead of barges. SEABEE ships are able to carry containers and other cargoes on deck, but these ships do not have on-board lifting gear for such cargoes.
And here:
The SEABARGE (SEABEE) is arranged much differently from the LASH in that it has three decks on which the cargo barges or container flats are stowed. Barges are brought to each deck level by a stern elevator and are moved internally within the ship by the Transporter (conveyor) System. Two barges can be loaded or discharged in a cycle of about 40 minutes. SEABEE barge ships can carry up to 38 sea barges (97'6" long x 35' wide x 16'11" high). The elevator capacity is 2,000 LT. The SEABEE ship is the preferred ship to transport landing craft, utility, and lighter, amphibious resupply, cargo 60 ton. The military advantages of barge carriers include their suitability to carry either unit equipment, sustaining supplies, or ammunition; the ability to carry amphibious lighterage; and the capability to preload the barges before ship arrival and to discharge cargo from the barges at relatively austere port facilities, after the ship has sailed. Their military disadvantages include a complete dependence on a single, very complicated mechanical system for barge discharge; the barge's dependence, once afloat, upon the availability of towage; and the overall unsuitability of the barges for towing outside harbors or other protected waters.

The Sea Barge (SEABEE) transportation systems operate similar to a containership. In these systems, cargo is stowed in unitized barges. The barges are then stowed aboard a barge carrier. One major difference between containerships and barge carriers is the amount of cargo that lighters or barges can handle. SEABEE barges have cubic capacities of 40,000 ft3 (30 160 m3). The SEABEE system has an elevator to load its barges.

The SEABEE system operates similarly to the LASH system. Barge stowage is configured for deck loading. Barges are stowed and discharged by a stern-mounted, submersible 2,400-LTON (5,376,000 lb, 2 400 000 kg) ship's elevator. Barges are transferred from the elevator platform on one of the three decks for stowage by two large transporters. Each SEABEE carrier has a capacity of 38 barges; however, only 24 barges are currently available per vessel. In addition, the SEABEE ship can carry logistics-over-the-shore lighterage on its weather deck. (emphasis added)
From the DOT Press Release: M/V Huakai is a new high-speed passenger and vehicle ferry capable of speeds of nearly 40 knots in the open ocean. It was obtained by the Maritime Administration when a Hawaiian ferry company failed and abandoned it. Since late last week it has been undergoing preparations in Norfolk, VA.

UPDATE: DOD Bloggers Roundtable with LTG Keen: (warning - auto opening podcast)
DoDLive Bloggers Roundtable with Lt. Gen. P. K. (Ken) Keen, Commander Joint Task Force Haiti. Lt. Gen. Keen provided an update of ongoing U.S. military disaster relief operations in Haiti. SOUTHCOM is closely monitoring the situation and is working with the U.S. State Department, United States Agency for International Development and the Office of U.S. Foreign Disaster Assistance and other national and international agencies to determine how to best respond to this crisis.
JLOTS can be pushed forward as port assessment continues. "Getting the ports open is absolutely critical..."

Sunday, January 17, 2010

Haiti: JLOTS ordered up



I have an unconfirmed report that the tools for JLOTS including various crane ships have activated.

See Without the Port, JLOTs could help

Army JLOTS photos (to right) by Mike W Petersen.

Photos below provided by reader/commentator Leesea:






All show crane ship operations in conjunction with JLOTS. If you are going to move heavy equipment for infrastructure tear downs and repair, camp site building and the like, you need all this stuff.

UPDATE: Using Roll On-Roll-Off ships with INLS will get much needed earth movers on the shore.

UPDATE: More on JLOTS here (describing a 2006 exercise):
Logistics-Over-the-Shore (LOTS) operations discharge strategic vessels without the benefit of a fixed port. Large ships are anchored in mid-stream while a floating platform called a Roll-on/Roll-Off Discharge Facility (RRDF) is deployed next to the ship's ramp. The cargo is downloaded onto the RRDF and then loaded onto smaller watercraft called lighterage and transported directly to the beach or temporary piers. Both the Army and Navy have assets to conduct LOTS operations.
What it looks like with a Roll-On Roll-Off ship:



Photo caption:
USNS Pililaau (T-AKR-304) anchored off the coast of Red Beach in Camp Pendelton, CA., 24 July 2008, with the roll-on/roll-off discharge facility attached to the improved Navy lighterage system during Joint Logistics Over-The-Shore (JLOTS) 2008. JLOTS 2008 is an engineering, logistical training exercise between Army and Navy units under a joint force commander as a means to load and unload ships without the benefit of deep draft-capable, fixed port facilities. US Navy photo # 080724-N-1424C-197 PACIFIC OCEAN (July 24, 2008) by MC2 Brian P. Caracci.
And more on the Army side here:
Soldiers with the 331st Transportation Company from
Fort Eustis, Va., "stab" the beach with the Army Trident Pier July, 21 during Joint Logistics Over the Shore 2008. The Trident Pier is a floating causeway that will allow Soldiers and Sailors to move rolling stock and shipping containers from ships anchored at sea onto the shore using an improvised port. The critical training the Soldiers and Sailors receive allows them to quickly and efficiently move equipment from ship to shore for military missions or humanitarian assistance when a port is nonexistent or has been destroyed. (Photo by Sgt. Stephen Proctor, JTF8 Public Affairs)
And, of course, a video:


No other country in the world can bring this sort of "ready now" equipment to a disaster area.

Friday, January 15, 2010

Aid to Haiti: Port Broken? JLOTS could help

From a June, 2009 post:

All the supplies in the world don't do any good if you can't get them to the people who need them. Even when there no port to work with, the Navy has an improved solution to an old problem: Sailors Use Improved Navy Lighterage System:
Sailors assigned to Amphibious Construction Battalion (ACB) 2 had the opportunity to test the Improved Navy Lighterage System (INLS) during the Joint Logistics Over-the-Shore (JLOTS) exercise June 15-21.

The JLOTS exercise was a test of the military's ability to move equipment and sustainment supplies to specific areas without the benefit of a fixed port facility.

The exercise increased interoperability and improved military readiness by alleviating situational sustainment issues.

INLS played a large role in the JLOTS mission by acting as a floating pier, or causeway system, which is comprised of powered and non-powered floating platforms.

INLS is used to transfer cargo from ship to shore areas where port facilities may be damaged, or nonexistent.

"The INLS is fairly new to ACB 2; we acquired the system only two years ago," said Master Chief Operations Specialist John Fedor, assigned to ACB 2. "It is vastly improved from the old Navy Lighterage (NL) systems; it is a lot safer, more maneuverable, allows the crew to get out of the weather, provides better visibility for the craftmasters and the overall system is a vast improvement of the previous system."
A comprehensive look at the new INLS here:
The INLS is made up of pontoon sections a.k.a. platforms. Different mixes of pontoon sections are used to make up different assemblies. The Causeway Ferry is used as a lighter for vehicles and large cargo from ship to shore, and has a top speed of 12 knots compared to 4.5 knots for its predecessor. There are 12 modules for 4 ferries, in a 4×3 arrangement where each ferry assembly comes with a Power section (with engine and controls), an Intermediate section, and a Beach section (with ramp). It takes less than 2 hours to assemble the causeway ferry at sea.

A different set of INLS sections can be assembled to make up a Roll-on/Roll-off Discharge Facility (RRDF): 1 docking module, up to 7 combination modules that can be fitted together in various ways, and 1 docking module. Warping tugs, also carried on MPF ships, work to push the RRDF the modules into place, and moving the completed discharge facility into position. Once complete, the 240×72 foot assembly becomes a floating transfer dock onto which Maritime Prepositioning Ships and others lower their ramps. It takes 18 – 24 hours to assemble the RRDF discharge facility, depending on waves and wind. The tactical vehicles and other rolling stock can roll down the ships’ ramps onto the RRDF, then onto waiting lighterage such as barge ferries or LCU landing craft.

RRDF also has obvious potential uses under the Navy’s proposed Seabasing doctrine, which would allow offloading, housing, and transfer of supplies for operations on land from floating platforms that could act as mobile bases. Since these sea-bases could be deployed in international waters, or near areas without convenient ports nearby, they would sharply expand the US military’s ability to project power from the sea. The INLS does not yet have a defined seabasing role, but recent exercises have begun to explore this capability.
Top photo caption:
An improved Navy lighterage system operates supporting the Joint Logistics Over-the-Shore (JLOTS) exercises. INLS, a sea state three-capable causeway system, is a floating pier that comprises powered and non-powered floating platforms assembled from interchangeable modules. JLOTS is a joint operation that consists of loading and unloading of ships without fixed port facilities, in friendly or non-defended territories. (U.S. Navy Photo by Mass Communication Specialist 2nd Class John Stratton/Released)
Middle photo caption:
CAMP PENDLETON, Calif. (July 3, 2008) Seabees assigned Amphibious Construction Battalion (ACB) 1 offload a structural piece of an elevated causeway system onto Improved Navy Lighterage System (INLS) Causeway Ferry 1 during Joint Logistics Over-The-Shore (JLOTS) 2008. Navy and Army engineering units will construct a life support area, conduct force protection operations, execute an in-stream offload of shipping from a sea echelon area, employ an offshore petroleum discharge system, and retrograde and safely redeploy allocated forces. U.S. Navy photo by Mass Communication Specialist 3rd Class Brian Morales (Released)
Lowest photo caption:
HSV-2 Swift utilizes the Improved Navy Lighterage System and its own Roll-on/Roll-off capabilities for West Africa Training Cruise 08 in conjunction with Africa Partnership Station.
Photo caption:
100113-N-4774B-935 ATLANTIC OCEAN (Jan. 13, 2010) Bridge watch standers observe SH-60F Sea Hawks assigned to the Red Lions of Helicopter Squadron (HS) 15, land aboard the Nimitz-class aircraft carrier USS Carl Vinson (CVN 70). Carl Vinson and Carrier Air Wing (CVW) 17 have received orders from U.S. Southern Command to render humanitarian assistance to the Caribbean nation of Haiti, following a 7.0 magnitude earthquake Jan. 12. (U.S. Navy photo by Mass Communication Specialist 2nd Class Daniel Barker/Released)

Tuesday, September 29, 2009

Philippines: Flooding, Death

17" of rain in 12 hours will cause flooding.

U.S. Navy personnel are on scene, lending their hands:

Photo caption:
U.S. sailors from the Joint Special Operations Task Force-Philippines take part in a relief mission for flood victims in Manila September 27, 2009. The Philippines appealed for international aid to help tens of thousands marooned by flashfloods, and apologised for the delays in rescue efforts to avoid potential political fallout from the crisis. Disaster officials said the death toll from Typhoon Ketsana that hit the main island of Luzon stood at 52 on Sunday and more than 20 others were missing feared dead. Picture taken September 27, 2009. REUTERS/U.S. Navy/Petty Officer 2nd Class William Ramsey/Handout
Photo caption:
Members of the U.S. Navy evacuate a pregnant woman from her flooded house brought on by Typhoon Ketsana, known locally as "Ondoy" in Pasig city east of Manila September 28, 2009. Philippine officials scampered to send relief aid on Monday to hundreds of thousands hit by weekend floods in and around Manila, while anger mounted over what was seen as an inadequate response from the government. Picture taken September 28, 2009.

Thursday, June 25, 2009

Logistics: Testing Navy's Improved Logistics Over the Shore

All the supplies in the world don't do any good if you can't get them to the people who need them. Even when there no port to work with, the Navy has an improved solution to an old problem: Sailors Use Improved Navy Lighterage System:
Sailors assigned to Amphibious Construction Battalion (ACB) 2 had the opportunity to test the Improved Navy Lighterage System (INLS) during the Joint Logistics Over-the-Shore (JLOTS) exercise June 15-21.

The JLOTS exercise was a test of the military's ability to move equipment and sustainment supplies to specific areas without the benefit of a fixed port facility.

The exercise increased interoperability and improved military readiness by alleviating situational sustainment issues.

INLS played a large role in the JLOTS mission by acting as a floating pier, or causeway system, which is comprised of powered and non-powered floating platforms.

INLS is used to transfer cargo from ship to shore areas where port facilities may be damaged, or nonexistent.

"The INLS is fairly new to ACB 2; we acquired the system only two years ago," said Master Chief Operations Specialist John Fedor, assigned to ACB 2. "It is vastly improved from the old Navy Lighterage (NL) systems; it is a lot safer, more maneuverable, allows the crew to get out of the weather, provides better visibility for the craftmasters and the overall system is a vast improvement of the previous system."
A comprehensive look at the new INLS here:
The INLS is made up of pontoon sections a.k.a. platforms. Different mixes of pontoon sections are used to make up different assemblies. The Causeway Ferry is used as a lighter for vehicles and large cargo from ship to shore, and has a top speed of 12 knots compared to 4.5 knots for its predecessor. There are 12 modules for 4 ferries, in a 4×3 arrangement where each ferry assembly comes with a Power section (with engine and controls), an Intermediate section, and a Beach section (with ramp). It takes less than 2 hours to assemble the causeway ferry at sea.

A different set of INLS sections can be assembled to make up a Roll-on/Roll-off Discharge Facility (RRDF): 1 docking module, up to 7 combination modules that can be fitted together in various ways, and 1 docking module. Warping tugs, also carried on MPF ships, work to push the RRDF the modules into place, and moving the completed discharge facility into position. Once complete, the 240×72 foot assembly becomes a floating transfer dock onto which Maritime Prepositioning Ships and others lower their ramps. It takes 18 – 24 hours to assemble the RRDF discharge facility, depending on waves and wind. The tactical vehicles and other rolling stock can roll down the ships’ ramps onto the RRDF, then onto waiting lighterage such as barge ferries or LCU landing craft.

RRDF also has obvious potential uses under the Navy’s proposed Seabasing doctrine, which would allow offloading, housing, and transfer of supplies for operations on land from floating platforms that could act as mobile bases. Since these sea-bases could be deployed in international waters, or near areas without convenient ports nearby, they would sharply expand the US military’s ability to project power from the sea. The INLS does not yet have a defined seabasing role, but recent exercises have begun to explore this capability.
Top photo caption:
An improved Navy lighterage system operates supporting the Joint Logistics Over-the-Shore (JLOTS) exercises. INLS, a sea state three-capable causeway system, is a floating pier that comprises powered and non-powered floating platforms assembled from interchangeable modules. JLOTS is a joint operation that consists of loading and unloading of ships without fixed port facilities, in friendly or non-defended territories. (U.S. Navy Photo by Mass Communication Specialist 2nd Class John Stratton/Released)
Middle photo caption:
CAMP PENDLETON, Calif. (July 3, 2008) Seabees assigned Amphibious Construction Battalion (ACB) 1 offload a structural piece of an elevated causeway system onto Improved Navy Lighterage System (INLS) Causeway Ferry 1 during Joint Logistics Over-The-Shore (JLOTS) 2008. Navy and Army engineering units will construct a life support area, conduct force protection operations, execute an in-stream offload of shipping from a sea echelon area, employ an offshore petroleum discharge system, and retrograde and safely redeploy allocated forces. U.S. Navy photo by Mass Communication Specialist 3rd Class Brian Morales (Released)
Lowest photo caption:
HSV-2 Swift utilizes the Improved Navy Lighterage System and its own Roll-on/Roll-off capabilities for West Africa Training Cruise 08 in conjunction with Africa Partnership Station.
UPDATE: Jan 15, 2010: And, of course, you can fery stuff ashore using LCAC's:
The Landing Craft Air Cushion (LCAC) is a high-speed, over-the-beach fully amphibious landing craft, capable of carrying a 60-75 ton payload. It is used to transport the weapons systems, equipment, cargo and personnel of the assault elements of the Marine Air-Ground Task Force from ship to shore and across the beach. LCAC can carry heavy payloads, such as an M-1 tank, at high speeds. The LCAC payload capability and speed combine to significantly increase the ability of the Marine Ground Element to reach the shore. Air cushion technology allows this vehicle to reach more than 70 percent of the world's coastline, while only about 15 percent of that coastline is accessible by conventional landing craft.
Or by lots of helicopter trips, but you need secure landing areas in either case. H-60 helicopters, apparently to be supported on the aircrafter carrrier Vinson, can carry a little over 4 tons in a sling under the aircraft.

Barges and ships with cranes can lighter off shore.

One of the key problems is water - and a couple of barges with desalination equipment and a pipeline to shore would be helpful. Or a water carrying variation using tankers...

The bad part is - it all takes time to put together.

Tuesday, January 27, 2009

The Drumbeat of "Humanitarian Intervention?"

With the arrival of a new U.S. president, the drumbeat of wars of self-protection seems to be dying out while a familiar old tune arises - suggesting the probable return to "humanitarian interventions." See here:
Regarding the "ongoing genocide" in Darfur, Sudan, Rice said the U.S. priority for the moment is reinforcing a U.N.-backed peacekeeping mission to protect civilians. She expressed concern that Sudan's government may retaliate against international peacekeepers and aid workers if the International Criminal Court issues an arrest warrant on genocide charges for Sudanese President Omar Hassan al-Bashir.
These should not be confused with "humanitarian operations." Humanitarian operations are approved by countries affected by some disaster or another, such as the aid rendered to the victims of the tsunami of December 2004 or other efforts to assist areas impacted by storms or earthquakes. In such cases, military forces may end up working with non-governmental organizations like the Red Cross or transnational entities like the UN and its disaster contractors. In such cases, the role of the military is usually logistical support.

By contrast, in a "humanitarian intervention" armed force is used directly to intervene in a sovereign nation's affairs even against the will of the sovereign of the invaded or attacked nation.

In the last decade of the 20th Century such "invasions to save lives" include Somalia, Haiti, Bosnia, Kosovo, East Timor, and Sierra Leone. In the world of the people who support such interventions, the U.S. led invasion of Iraq was not a humanitarian intervention because. . . well, because. In fact, Human Rights Watch asserted that the saving of thousands of Iraqis from Saddam's terror "gives humanitarian intervention a bad name."

Humanitarian intervention seems to be deemed appropriate when enforcing a "responsibility to protect." This new found responsibility is a code phrase for allowing older concepts like sovereignty to be discarded for some theoretical higher "right." This "responsibility to protect" is spelled out in a document authored by the somewhat Orwellian-named entity - the International Commission on Intervention and State Sovereignty (ICISS). You can find the document here:
This report is about the so-called “right of humanitarian intervention”: the question of when, if ever, it is appropriate for states to take coercive – and in particular military – action, against another state for the purpose of protecting people at risk in that other state.
Of course, having posed the difficult question, the report goes on to justify such interventions:
(1) Basic Principles
A. State sovereignty implies responsibility, and the primary responsibility for the
protection of its people lies with the state itself.
B. Where a population is suffering serious harm, as a result of internal war, insurgency, repression or state failure, and the state in question is unwilling or unable to halt or avert it, the principle of non-intervention yields to the international responsibility to protect.
As you might gather, these principles don't seem to be evenly applied, While the Balkans intervention was okay, no one seems to argue that it would have been okay to invade - on humanitarian grounds- China during the "Great Proletarian Cultural Revolution". For those of you unfamiliar with that time period:
Millions of people in China reportedly had their human rights annulled during the Cultural Revolution. Millions more were also forcibly displaced. During the Cultural Revolution, young people from the cities were forcibly moved to the countryside, where they were forced to abandon all forms of standard education in place of the propaganda teachings of the Communist Party of China.
***
Estimates of the death toll, civilians and Red Guards, from various Western and Eastern sources are about 500,000 in the true years of chaos of 1966—1969. Some people were not able to stand the cruel tortures, they lost hope for the future, and simply committed suicide.
Whatever.

Kofi Anin, former Secretary General of the UN discussed the changing view of sovereign rights here:
State sovereignty, in its most basic sense, is being redefined—not least by the forces of globalisation and international co-operation. States are now widely understood to be instruments at the service of their peoples, and not vice versa. At the same time individual sovereignty—by which I mean the fundamental freedom of each individual, enshrined in the charter of the UN and subsequent international treaties—has been enhanced by a renewed and spreading consciousness of individual rights. When we read the charter today, we are more than ever conscious that its aim is to protect individual human beings, not to protect those who abuse them.
In recent years, the many people of a liberal persuasion suggested that it would have been perfectly appropriate to engage in an armed invasion of Myanmar/Burma on humanitarian grounds following the devastating typhoon of May 2008. Time offered up Is it time to invade Burma? by Romesh Ratnesar:
. . .The trouble is that the Burmese haven't shown the ability or willingness to deploy the kind of assets needed to deal with a calamity of this scale — and the longer Burma resists offers of help, the more likely it is that the disaster will devolve beyond anyone's control. "We're in 2008, not 1908," says Jan Egeland, the former U.N. emergency relief coordinator. "A lot is at stake here. If we let them get away with murder we may set a very dangerous precedent."

That's why it's time to consider a more serious option: invading Burma. Some observers, including former USAID director Andrew Natsios, have called on the U.S. to unilaterally begin air drops to the Burmese people regardless of what the junta says. The Bush Administration has so far rejected the idea — "I can't imagine us going in without the permission of the Myanmar government," Defense Secretary Robert Gates said Thursday — but it's not without precedent: as Natsios pointed out to the Wall Street Journal, the U.S. has facilitated the delivery of humanitarian aid without the host government's consent in places like Bosnia and Sudan.

A coercive humanitarian intervention would be complicated and costly. During the 2004 tsunami, some 24 U.S. ships and 16,000 troops were deployed in countries across the region; the mission cost the U.S. $5 million a day. Ultimately, the U.S. pledged nearly $900 million to tsunami relief. (By contrast, it has offered just $3.25 million to Burma.) But the risks would be greater this time: the Burmese government's xenophobia and insecurity make them prone to view U.S. troops — or worse, foreign relief workers — as hostile forces. (Remember Black Hawk Down?) Even if the U.S. and its allies made clear that their actions were strictly for humanitarian purposes, it's unlikely the junta would believe them. "You have to think it through — do you want to secure an area of the country by military force? What kinds of potential security risks would that create?" says Egelend. "I can't imagine any humanitarian organization wanting to shoot their way in with food."
Mr. Egeland seems to lack the imagination that others possess.

Once deemed a virtually dead concept- "so 1990s" - the "selfless" use of power seems to be making a comeback. Kenneth Roth wrote in a 2004 article in Harvard International Review:
The use of military force across borders to stop mass killing was seen as a luxury of an era in which national security concerns among the major powers were less pressing and problems of human security could come to the fore. Somalia, Haiti, Bosnia, Kosovo, East Timor, and Sierra Leone: these interventions, justified to varying degrees in humanitarian terms, were dismissed as products of an unusual interlude between the tensions of the Cold War and the new threat of terrorism. The events of September 11, 2001, supposedly changed all that by inducing a return to more immediate security challenges. Yet surprisingly, even with the campaign against terrorism in full swing, the past year has seen four military interventions that their instigators describe, in whole or in part, as humanitarian.
The tsunami aid rendered counts as a humanitarian intervention, according to Mr. Roth, but the invasion of Iraq does not, "Since the Iraq war was not mainly about saving the Iraqi people from mass slaughter..."

Selecting places in which humanitarian intervention are acceptable is tough work. However, if one begins with the premise that the intervening nations have nothing to gain by such intervention then justification seems to come easier to some minds. Intervening in Iraq = "bad" because it has oil. Intervening in Myanmar ="good" because it has nothing of use to the world. Go figure.

That a forced entry for "humanitarian" reasons might result in armed resistance by the ruling forces of the invaded land or by bands of clan-based groups(as in Somalia in the 1990s) and the deaths of soldiers of the invading forces seems not to bother the pro-humanitarian interventionists much, if at all.

Will they be keeping "body count" lists of those who fall? I wonder.

Back in July 2008, there was a debate of sorts on humanitarian intervention (HI) in the pages of the Los Angeles Times. Excerpts from here, the debate bearing the title "Why not invade Darfur?" From the "anti" HI side:
By the traditional standards of international law, which require state consent and conforming state practice for a customary law norm to emerge, the duty to protect remains much more of an aspiration than a law. It is difficult to understand why the protection of a foreign population should merit greater presumed legitimacy than the protection of one's own population, which underlies all national-interest-driven uses of force, including preemptive ones. After all, fair-minded critics of the Iraq or Afghanistan wars would agree that the Bush administration undertook these interventions to protect the security of the American people.

Notwithstanding the legal and moral hypocrisy associated with humanitarian interventions, there are, of course, instances in which humanitarian intervention is appropriate. There is no shortage of misery in today's world, including genocide, ethnic cleansing and rampant war crimes, poverty and starvation. Alleviating at least the worst cases is a worthy project.

Yet, international humanitarian interventions, whatever their moral appeal, have to be judged by the same hardheaded standards as traditional national-interest-driven interventions. How compelling is the humanitarian problem in a particular place compared with other places? Are the equities clear-cut or are all the sides of a conflict equally unsavory? How does one define success? Is regime change the objective? What are the likely costs of a successful intervention? How many casualties and how much collateral damage should be anticipated? Are sufficient military resources available? The important thing is not to become entangled in a halfhearted, indecisive mission with unclear or excessively soft rules of engagement, as was the case with the Clinton administration's deployment of U.S. forces to Somalia. Such interventions produce no good results. War is too serious of a business to be play-acting, and there is no substitute for victory, something those -- in Europe and elsewhere -- who call the loudest for humanitarian interventions should keep in mind.
From the "pro" HI side:
I would argue that we have as much of a strategic interest and moral duty to stop the genocide in Darfur as we did to stop the rule of Saddam Hussein. Morally, it is clear: Hundreds of thousands of people have been slaughtered in Darfur. We should stop this massacre if we can. Strategically, it is not as direct. That region of Africa does not impact our immediate national security interests -- which is why intervention there is not popular. Indeed, intervention in Africa is rarely considered in even the worst of situations.

Would the interests of developed nations not be served by a stable, democratic Africa as much as they would be by a stable and democratic Middle East? Are dictators such as Sudanese President Omar Hassan Ahmed Bashir and Robert Mugabe, the president of Zimbabwe, less dangerous than Hussein? David, you and many conservatives spent so much time demonizing Hussein that other threats started to pale in comparison. You seem to have said he was worse than Hitler or Stalin, for example, telling one interviewer in April 2003 in an effort to justify the invasion: "Despite the quite deplorable record amassed by people like Hitler or Stalin, I am not aware of instances where they have targeted their own civilians."

But do we have the resources to intervene? This is where we differ again, David. Your choices (Iraq, perhaps Iran) mean that almost all our military would be engaged in these battles, or what you call "the provider of security services" to the world.
Another question that almost always remains unanswered in suggesting the need for humanitarian interventions is which nations have the airlift and sealift capacity to conduct such operations and sustain forces in the field. Once again, good-hearted amateurs discuss tactics without bothering about logistics. In posts following the Christmas tsunami, I hit on the former UNer Mr. Egeland (see here and here)for his "magic happens" wish lists in humanitarian operations. And I've been to planning meeting at which, when the issue of logistics is raised, every eyeball turns to the U.S. representatives.

As usual in military matters, the self-interest of the country which is contemplating involvement ought to serve as a guide to any combat operation whether it is couched in terms of "humanitarian" or not. Asking American soldiers and sailors to risk death and spending the national treasure and limited military equipment on operations that do not serve the interests of the nation must be carefully considered before falling victim to some internationalist standard of a "responsibility to protect."

Initial thoughts. more to follow.

Photo Credit:
Displaced children in South Darfur near the town of Nyala. [Photo archive UN/Evan Schneider]

Monday, September 01, 2008

Hurricane Prep: Bataan Underway


Reported asFleet Commander Orders Bataan Underway:
Commander, U.S. 2nd Fleet, Vice Adm. Mel Williams, Jr., ordered USS Bataan (LHD 5) to get underway Sept. 2, for disaster response if called upon to perform this mission.

"In general, the highest condition of readiness for Navy ships and other capabilities is achieved while underway at sea," said Williams. "Getting USS Bataan underway will provide Commander, U.S. Fleet Forces; Commander, U.S. Joint Forces Command; and Commander, U.S. Northern Command, with highly ready Navy capabilities if needed for support during the 2008 hurricane season."

Bataan's underway period is a short-notice, 2nd Fleet readiness at-sea event.
Bataan tech specs here, includes a 600 bed hospital and a command center.

Thursday, August 16, 2007

USNS Comfort Arrives in Ecuador, should probably get underway for Peru


The humanitarian mission continues for USNS Comfort, as set out here, but given the recent earthquake, she perhaps should be enroute to Peru to render any needed aid...
An AP Television News cameraman who reached the city of Chincha, about 100 miles southeast of Lima, said he counted 30 bodies under bloody sheets on the floor of the badly damaged hospital.


About 200 people were waiting to be treated at the hospital, whose walls were cracked by the quake.

"Our services are saturated and half of the hospital has collapsed," said Dr. Huber Malma, who was trying desperately to treat dozens of patients on his own.
Helping out when there is an immediate need...

UPDATE: Some previous thoughts on flowing emergency relief from the sea here.