Observing the Sh!t Talking About George H. W. Bush

On Monday the Navy Times ran a story about the USS George H. W. Bush (CVN 77) having some problems with their toilets. It is one of those news stories where the jokes write themselves, if you are the general public and only see the issue from an outsider (non-Navy) perspective. What is less known is that there is a back story that has led to the media attention. Apparently the mom of an AM1 (supposedly w/ 16 years experience in the Navy) set up a blog dedicated to this specific problem.

Obviously a discussion about shit, literally, is not the kind of news the Navy wants to see discussed publicly in the press following the amazing public relations achieved with the Carrier Classic on the USS Carl Vinson (CVN 70), but the blogger has reached out and driven as much media attention as possible to this issue. Headlines in response to the issue include:

Toilet Trouble on Navy Carrier Leaves 5000 Sailors Doing the Pee Pee Dance from Gizmodo, Broken toilets keep sailors squirming from the Atlanta Journal Constitution, $6B Navy Carrier Has Lousy Toilets by Newser, and 10000 man hours to keep 423 aircraft carrier toilets working by The Inquisitr.

Today the CO of the USS George H. W. Bush (CVN 77) published a statement on the aircraft carriers Facebook page regarding the toilet issue. I quote in full:

Dear Families and Friends,

It has come to my attention that a blogger has posted about our Vacuum Collection Marine Sanitation (VCHT) system…our heads (i.e., restroom facilities). The blogger provided her blog as a “media release” to various news outlets. Unfortunately, the blogger has never once contacted us for information and the blog has since been quoted in multiple outlets as undisputed fact. The blog casts the ship in a very poor light. It paints a picture of heads frequently out of order, out of order for 24 hours or for 8 days at a time. Further, the blog states that only ship’s company heads worked, operating heads are locked so Sailors cannot use them, or that medical issues have developed as a result of the heads. Lastly, the blog claims that heads are even affecting morale and military readiness. Had this blogger contacted the ship I could have provided some facts about each and every one of her claims.

All individuals embarked - whether permanently assigned to CVN 77 or one of its embarked units - are responsible for the cleanliness, stocking of supplies, and upkeep of their assigned spaces to include heads. If a system or piece of equipment is malfunctioning, the individual unit is required to place a trouble call (request for maintenance) with the CVN 77 engineering department. The engineering department dispatches repairmen on a job priority basis. Additionally, there are no individuals assigned to USS George H. W. Bush - or any other naval vessel - whose sole job is monitoring of commodes.

It is true that the USS George H. W. Bush has a VCHT system that is unique amongst aircraft carriers but it is not unique to naval vessels. It uses a vacuum to draw waste from the commodes into the temporary holding tanks. The system divides the ship’s heads into two independent loops. The system is maintained by Hull Technicians (HTs) who respond to trouble calls associated with the ship’s VCHT system. These Sailors are also responsible for welding, brazing, and sundry other duties commonly associated with plumbing and pipe fitting. I’d like to share a little information my engineering department has reconstructed using the ship’s trouble call log over the last year.

• In the 12 month period from 15 November 2024 through 15 November 2011, 4054 trouble calls have been placed throughout the entire ship (electrical outlets, doors, leaks, etc.)
• During the same 12 month period, 2,036 of those trouble calls have been associated with heads (i.e., restroom facilities).
• Of the 2,036 trouble calls, 976 have been for commodes and 280 for urinals. The rest are for lighting, ventilation, etc.
• Trouble calls for the heads have been split 51% on the forward loop and 49% on the aft loop.
• Trouble calls for the head mentioned by the blogger include: one (1) each in July, August, and October - all three calls were resolved in less than 24 hours. There were zero (0) trouble calls in September and November. The blogger started commenting on November 7th when every commode in that head was working.
• In each instance, the individual trouble calls were for a single commode within the head. The head has 6 total commodes and 2 urinals. At no time has there been a trouble call for more than a single commode out of service in that particular head.

The HTs maintain the overall system and problems vary from loss of vacuum within a loop to clogs in system piping. Loss of vacuum is most often caused by damage to individual flushing mechanisms but can also be caused by a clog in the loop. I mentioned earlier that there were two loops in the system. A loss of vacuum momentarily affects all heads on the same loop.

• The most common loss of vacuum is a failure/disconnect of the vacuum valve connected to the individual commode. The average time to return the loop to full service is typically less than 15 minutes. The follow-on repair to the individual commode/head in question depends on the malfunction but is typically complete in less than 30 minutes.
• Severe clogs can also cause a loss of vacuum in a single loop. The average time to isolate, locate, and repair significant clogs is less than three hours.
• The single longest loss of service to an entire head occurred in June due to a massive clog while the ship was in port. It took three days to repair because a section of pipe had to be removed and re-welded into place. The three day repair affected a single head on the starboard side of the aft loop. That berthing had a second head in the same area on the port side of its berthing that was functional the entire time of the repair.
• Inappropriate items that have been flushed down the commode and caused clogs during deployment include feminine hygiene products and their applicators, mop heads, t-shirts, underwear, towels, socks, hard boiled eggs, and eating utensils.
• There have been ZERO (0) clogs caused by toilet paper and human waste.
• There have been six (6) instances of both loops of the VCHT system being simultaneously unavailable during deployment. The longest dual (i.e., whole ship) outage was 15 minutes.

I have addressed the crew multiple times during the deployment about the system and damage caused by inappropriate items being flushed down the commodes. The indifferent, inconsiderate and irresponsible actions of a few Sailors were adversely affecting everyone onboard. To address the abuse of heads and commodes, I made the decision to allow departments and squadrons to install cipher locks on all heads. This would limit access to heads to members of the berthing assigned and foster a sense of ownership amongst berthing inhabitants. It would also allow better forensics into the source of the vandalism because the number of people allowed in a particular head would be known. It worked… during the roughly 50 hours that some heads were locked, trouble calls dropped by 67% and Sailors reported their heads were noticeably cleaner.

• Eight (8) heads were identified as public heads which would not be locked. They included two (2) head each for both sexes on the port and starboard sides for each loop.
• Lock installation began on 3 November 2024 with 4 of the 18 departments assigned to CVN 77 because they had submitted trouble calls requesting locks and had ordered locks from Supply.
• The total number of heads locked was 23 of the 93 heads associated with junior enlisted berthing.

The blogger asserts Sailors are afraid to speak out for fear of retribution. Not true. I have an electronic CO’s Suggestion Box which allows anyone onboard USS George H. W. Bush to email me with questions, suggestions and comments. Because comments are emailed, each and every comment has the Sailor’s name on it. I received one email on the first day of installation, 18 on the second day and 15 on the third day. The comments ranged from understanding why the locks were being installed to complaints about the inconvenience associated with leaving their work center and walking to their berthing to use a head. On the third day, I was made aware there were insufficient locks available through purchase or reallocation to provide every head with a lock in a timely fashion. Accordingly, I directed that every cipher lock be reprogrammed to a common code. However, I briefed the crew that this would remain only as long as clogs did not return. Since all locks have been recoded, there has not been a single clog.

Based on blogger comments the media has reported increased health issues, such as dehydration, and increased urinary tract infections. Again, not true. In fact, for deployment, 91.5% of all personnel onboard this ship have not been to medical. There have been 60 total cases of urinary tract infection during deployment with two major spikes occurring immediately following port visits. This represents approximately 1.3% of the crew. During the period of the blogger’s comments, potential urinary tract infections have declined each month from September through November.

I understand the concern for your friends and loved ones and their living conditions onboard the world’s newest aircraft carrier. While I disagree with the blogger’s comments, I will defend with my life her right to make them. However, she presents the unsubstantiated comments of a single Sailor as fact and, in doing so, denigrates the efforts and sacrifices of the other 4,800 members of the entire strike group team who during the last six months supported ongoing operations in Afghanistan and Iraq. During this time we also have hosted ambassadors, members of foreign governments, foreign nationals, members of the foreign media, coalition partners, entertainers, folks from home and, without fail, they have left singing the praises of the Sailors and their ship.

I can assure you the ship has, and continues, to perform admirably. While we have a ways to go yet, your Sailors are healthy, happy and excited to be heading home. I am proud of each and every one of them and look forward to bringing them safely home to you soon.

Warm Regards,

Brian Luther

I appreciate the detailed response by Captain Luther. The Navy Times conducted a phone interview with the CO of CVN 77 about this issue today, and this second Navy Times article on the issue that resulted from that phone conversation paints a different picture than the one by Captain Luther.

The system was designed with unusually narrow pipes to help keep a high vacuum pressure. However, these narrow pipes make it more likely that the system will clog. They should be wider to let potential clogs move through, Luther said.

Additionally, the individual commodes need to be upgraded. Sometimes vacuum pressure is lost when someone presses the flush button with his boot instead of his hand, breaking a mechanism. Or a tube is knocked out of place during a regular cleaning, causing pressure to drop, Luther said.

The toilet problem has become unbearable, said sailors onboard the carrier, who spoke with Navy Times on the condition of anonymity because they are not authorized to speak with media. There have been occasions during the deployment when every toilet went offline. More frequently, every commode aft of midship will be out of order, they said. Or several heads in a single area will go down, and when they are repaired, a new problem will occur elsewhere, sailors said.

The problem has left sailors searching for a proper place to relieve themselves, a quest that can last an hour. Often, when they do find a working commode, they need to wait in line and the head is filthy from overuse. As a result, sailors are taking extra showers or using industrial sinks in their workspaces. Men are urinating into bottles and emptying the contents over the ship’s side. Some have cut down on their food and fluid intake, and some women are holding it for so long that they’re developing urinary tract infections.

Luther said that 8.8 percent of the sailors onboard have received medical attention for either dehydration or urinary tract infections, and sick bay data show that cases of urinary tract infections have declined through the deployment. Comparable figures for other deployments were not available Tuesday night.

The ship’s sanitation system is divided into forward and aft sections, which operate independently of each other. However, six times since the deployment began, both sections broke simultaneously, leaving each of the carrier’s 423 toilets inoperable. However, at the worst, both sections were concurrently down only for 15 minutes. No commode is immune, Luther said, and his own toilet has gone out of service.

“If you use vacuum, you lose vacuum. Whether you’re me, the admiral, or the most junior sailors. And even I’ve gotten a call from the admiral who said ‘Hey! What’s up with that?’ ” Luther said. “It’s egalitarian."

It is a safe bet neither the CO nor the Navy saw this narrative associated with the maiden deployment of the nations newest aircraft carrier. I see three issues here.

First, this is an aircraft carrier that is supporting operations over Afghanistan, Iraq, Yemen, and Somalia and this discussion about the ships terrible toilet system represents the only headline the ship has been able to generate to date. Maybe if the Navy did a better job telling the public what they did with their multi-billion dollar warships when the fleet deploys for 6 months to CENTCOM, when a news article discusses toilet troubles on a ship, the news would also mention other more naval centric newsworthy events the ship has been previously involved in.

Second, this looks like a design problem on the ship. Why is the VCHT system divided into only two zones? Why does the Navy have this problem on their aircraft carriers but cruise ships, which rotate thousands of passengers every week, don't seem to have this VCHT problem? When 2,036 of the ships 4,054 trouble calls (50%) are specific to the ships heads, and 30% of the 4,054 trouble calls are specific to the toilets, that suggests to me there is a legitimate technical issue here and the problem isn't limited to human behavior.

Third, how can I ignore this nonsense in response to the CMC from an AM1 that supposedly has 16 years of service? When the CO says "individuals embarked... are responsible for the cleanliness, stocking of supplies, and upkeep of their assigned spaces" he is clearly responding directly to that specific blog post, and to what could be described as one whiny bitch of a First Class Petty Officer.

I don't know about the Navy, but in every private sector job I've ever worked, when an employee with 16 years experience and in a position of leadership complains about basic tasks like keeping their space clean, keeping supplies properly stocked, or maintaining upkeep to ones limited area of responsibility - we describe those type of folks in the context of a useless middle manager who works in the organization as a public reminder to everyone else what is broken within the bureaucracy. Sorry, but some 30 something year old First Class Petty Officer complaining to his blogging mommy about the CMCs legitimate, remedial instruction didn't sit well with me at all. The CMC had this exactly right, First Class Petty Officers should be expected to be part of the solution to a ships problems, but that guy decided to add an additional layer to the ships problem. Classy.

So what are we learning here? In my opinion, we are learning that Captain "Lex" Luther is the real deal. I like that he is using social media to tackle a social media centric public relations issue. I like that he is addressing the issue directly, publicly - owning the problem instead of ignoring the problem. I like that he has implemented solutions that have, at least according to some statistics, helped address the problem, although not completely. I like that the ship is carrying on it's responsibilities despite distractions and ongoing problems that have no permanent fix while on deployment. Public relations challenges are always difficult, particularly in the Navy that as an organization really doesn't always deal with public relations challenges well, but the CO of CVN 77 is doing everything right here. Information is the best weapon against ignorance, and I think the information by the CO was on target.

We are also learning about a very shortsighted engineering problem on CVN 77, because I can't think of any good reason for a VCHT system to be divided into only two zones. It's not like this issue is something new to the Navy. When 30% of all trouble calls over a 12 month period are specific to the toilets and urinals of the Navy's largest ship, this is bigger than a human behavior issue. If the Navy is serious about reducing crew sizes on ships in the future, smarter design and engineering for spaces and systems that consumes maintenance time of the crew while underway would be the logical place to start.

Finally, anyone who suggests the public attention by this AM1 or his mom has somehow contributed positively to the ship or crew would be wrong. Does public knowledge of a poorly designed VCHT or public knowledge of a misbehaving crew flushing inappropriate items in the toilets somehow help the ship? No. Are the folks who are working to address these problems aided by public awareness of the challenges they face when they work? No. Was the ships leadership somehow unaware of the issue? As I understand it, the CO has directly addressed this issue every few weeks throughout deployment over the 1MC, which suggests to me that this is not a problem being ignored, and the various actions taken like cipher locks also suggests the ships leadership was actively engaged in trying to address the issue as best they can. Can anyone name any specific good that might come from public awareness of this issue? I'm struggling to find any positive that comes from publicity of this issue.

The way I see it, generating public interest regarding the inconvenience of low quality shitters on CVN 77 isn't a whistle-blower scenario as this AM1's mommy suggests, and it is hard to find a legitimate intention for making the issue public other than to embarrass ships leadership who, according to every account I can find, has throughout deployment been legitimately trying to address a legitimate problem.

When I look at this story, in my opinion, this AM1s public whiny attitude towards a pristine pissing environment properly managed on his behalf by other sailors reveals itself as a questionable character issue at least as interesting as the issue of a poorly designed VCHT, and for that reason I find this whole story to be one of terrible judgment by a First Class Petty Officer and his blogging mommy in using social media as an instrument of publicity that ultimately does absolutely nothing to help a ship and crew dealing with a legitimate issue.

Sea Denial vs. Sea Control

Galrahn is out for a few days fighting the war against Irene, so I’ll stand in for another post or two.

Good piece here from Hugh White on “Sea Denial” versus “Sea Control” in relation to China. One disagreement here: “But only aircraft carriers offer the round-the-clock protection for other ships needed to achieve sea control.” This was true before the advent of aegis and when we still had robust ASW aircraft on carriers, but now that protection role has reversed with CRUDES ships providing the protection for others. He writes: “The central fact of modern naval warfare - which the Chinese grasp as well as anyone - is that sea denial is relatively easy to achieve, but control is extremely hard. We seem to be entering an era in which many countries can achieve sea denial where it matters to them most, but none can achieve sea control against any serious adversary.” Are sea denial and sea control mutually exclusive? Or are they dynamic terms that can vary in time and space and pass fluidly between combatants? Also, I’d hasten to add from an irregular warfare perspective that this dynamic applies to a number of non-state actors, too.

Along those lines, witness this little noticed incident in the Gulf of Aden. Well done to Yemen's Navy, who has their hands full trying to contain AQAP's maritime ambitions.

The opinions and views expressed in this post are those of the author alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense, the US Navy, or any other agency.

On Drama

For those who have been following the Captain Honors drama, here is the latest by Admiral Harvey.

For those who like to follow other types of drama, like the NGO wars at sea down under that take place this time of year, check out the latest by gCaptain.

These things really have nothing in common, except that it's all video drama.

Rescue Ops

There appears to be a rescue operation underway.

The aircraft carrier USS George H.W. Bush was ordered Wednesday to make "best speed" to assist an injured sailor onboard a U.S. Navy submarine conducting operations in the Atlantic Ocean.

The Mayport, Fla.-based USS Boone was also dispatched to aid the submariner.

The Bush was scheduled to return to Naval Station Norfolk on Wednesday after conducting training operations off the eastern coast of the U.S., while the Boone is already underway conducting training operations in the Atlantic Ocean.

The Navy says the sailor has a head injury and, according to the last medical assessment, appears to be stable.

According to one news report I read, a party for 2000 sailors had to be canceled as a result of this change. There is clearly an OPSEC issue involved here with the location of the submarine, but because we know USS Stout (DDG 55) deployed Wednesday morning for the Med, the Navy basically tells the whole world the submarine was operating in the South Atlantic off the west coast of Africa.

If we assume reasonable positions for the submarine and where USS Boone (FFG 28) was training, and both the frigate and submarine are making good speed, they will likely meet up in less than 2 days. The USS George H.W. Bush (CVN-77) could arrive about a day later, or sooner, depending upon how much they push the carrier.

Based on the information provided of a head injury and the reaction of the Navy to race two warships to the scene, while the sailor is in stable condition right now it does sound like the injury must be serious. Keep the anonymous sailor in your prayers tonight, based on what we can extrapolate from the information provided - it looks like the sailor could use those prayers.

Coast Guard and Navy Assist Stranded Cruise Liner

This was the story I never got to on Tuesday.

A stranded Carnival cruise ship, disabled by an engine room fire Monday, is being towed to San Diego where it is expected to arrive Thursday night with 4,400 passengers and crew on board.

“The ship has been operating on auxiliary generators, and engineers have been unable to restore additional power to the vessel,” said the Carnival statement. “Thus far, one tug boat has reached the ship and has begun towing, with additional tugs en route to expedite the vessel’s return.”

This is the assist from the maritime services:

Three U.S. Coast Guard cutters, a Coast Guard HC-130 Hercules aircraft and a 965-foot container vessel that was in the area initially responded to the distressed cruise ship. Also assisting was a Mexican Navy 140-foot patrol boat and aircraft. Two of the cutters, including one from San Diego, have since left the scene, as has the plane, according to the Coast Guard.

A Coast Guard team did board the ship board to inspect the damage, assess the health of the crew and passengers and ensure the food and water are safe, said Coast Guard spokeswoman Jetta Disco. In addition, two members of the Coast Guard in San Diego are assisting with the initial investigation of the fire. Because it is a Panamanian-flagged vessel, Panama is overseeing the probe, she added.

At the Coast Guard’s request, the U.S. Navy’s aircraft carrier Ronald Reagan was diverted from training maneuvers to take a position south of the Carnival ship to help deliver needed supplies, the Navy said.

Two planes from North Island Naval Air Station in Coronado made a total of eight flights to the Reagan Tuesday, delivering 65,000 pounds of supplies, including bread, canned goods, utensils and frozen milk, “all stuff you could serve cold,” said Cmdr. Greg Hicks of the Navy’s Third Fleet in San Diego. Once aboard the carrier, a helicopter was took the supplies to the cruise ship.

The whole story by Lori Weisberg is worth reading.

The always excellent USS Ronald Reagan Facebook page had this update late Tuesday evening:

Ronald Reagan just completed sending requested supplies to the Carnival Splendor. We took 7 CODs with supplies today, and sent 60 pallets via 20 helicopter lifts with food and supplies.

And this photo album of the assist. I can't imagine anything being more comforting to a passenger on a stranded cruise liner than a US Coast Guard Cutter off the bow, except perhaps the silhouette of a US Navy nuclear powered aircraft carrier on the horizon.

Sea Trade Sea Change

This is a not so trivial sea trade change that needs to be noted.

The 100,000 tons tanker “Baltica” left Murmansk on Saturday loaded with gas condensate for China. This is the first time a high-tonnage tanker takes the Northern Sea Route from Europe to Asia.

The tanker will be followed by no less than three nuclear powered ice breakers on the journey, Vesti reports. During the two weeks long sail, the crew will gather information on ice conditions in the area. This data will be used to estimate the commercial benefit from using this route compared to the more traditional routes in the south.

The transport is ordered by the company Novatek, Russia’s largest independent gas producer.

Sailing along the Northern Sea Route is seen as increasingly attractive by shipping companies because of the retreating ice and subsequently longer shipping season.

This route will cut ~5,000 miles from usual route taken, and avoids all the trouble spots in the world. If this turns out to be successful, the question is how much can the Europeans save by sending ships around Canada to Japan and China - and thus open a new, less expensive trade route between northern Asia and Europe.

Stranger Than Fiction

I haven't really been following the Russian spy ring busted in New York. I'm not really into spooks, mostly because I know too many and don't trust a damn thing they say anyway. Spies - also known as people who get paid to lie for a living, are second in my book only to people who get paid to argue for a living - attorneys. That is second from the bottom btw - and I say this well aware that I am married to an attorney.

But the sordid tale of Russian spies took a maritime twist Tuesday night when the Osen-Hunter Group reported some rather interesting maritime happenings about the time when Christopher Metsos disappeared from Cyprus.

There’s a theory going around some maritime circles that Metsos left the island, put to sea and rendezvoused with a certain ship that passed very close to Cyprus. The vessel was steaming 270° True at 5 knots just off the coastal town of Ceuta at 0300 GMT on 1 July. (She came left to 149°T at or about 0338 GMT.) That vessel is represented above by the green marker.

And what do you suppose is the name of the vessel? Why, it is the Russian mystery ship: none other than MV ARCTIC SEA.

Yes, that MV ARCTIC SEA. Maybe I should go back and review the claims made by Mikhail Voitenko regarding the vessel being used for smuggling purposes.

Big oceans - small world.

Whale Wars Turns Aggressive

A Japanese whaler rammed a Sea Shepard vessel this week. See video below.

Two more videos for context here and here. Serious question. Should we care and why? The Sea Shepard folks on their own show Whale Wars have done things that are clearly illegal, and this particular incident shows the Japanese Whaler clearly turning into the vessel to ram it.

What does the ongoing saga represent? Is this non-state law enforcement in the protection of the environment? Is this international piracy by environmental groups? I have had the opinion expressed more than once to me that this is legitimatized Western maritime terrorism and can be classified as piracy under international law.

Do I care? Not as much as I probably should. Seems to me the Japanese don't obey whaling laws, and the Sea Shepard folks pretend they are maritime law enforcement a bit too much for my taste.

Will COSCO Save the Planet - With Nuclear Merchant Ships?

Looking for something interesting to talk/think about on Christmas Eve? I look forward to reading what people have to say about this. Be very careful not to dismiss this without thoughtful consideration, because while there are several good reasons to dismiss, and while hard to believe, this could really happen.

The head of Chinese shipping giant Cosco has suggested that container ships should be powered by nuclear reactors in order to reduce greenhouse gas emissions from shipping, said to account for 4% of the global total. Shipping companies have gradually been introducing 'super slow steaming', a measure designed to cut fuel consumption and substantially reduce emissions by running engines at very low speed. However, Wei Jiafu, Cosco's president and CEO, speaking at the Senior Maritime Forum of the China International Maritime Exhibition (Marintec China) in Shanghai, said that introducing nuclear-powered ships could be an even cleaner solution. He said, "As they are already onboard submarines, why not cargo ships?" He said that Cosco is in talks with China's nuclear authority to develop nuclear powered freight vessels.

How many different angles pro and con can you come up with? Obviously, there are many.

Let’s begin by noting that a merchant vessel with nuclear power is likely going to be gigantic and will require a highly specialized crew. The costs of operating such a ship will be very high, but with its great size, potential speed, endurance, and cost tradeoffs there may in fact be a lucrative profit margin behind such a vessel. It is also important to note that the vast majority of trained nuclear propulsion experts today are American, so to expect American business interests to immediately dismiss this would be to misunderstand the size, scope, and depth of the discussion.

China has never built nuclear powered surface ships of any kind that I am aware of, and the US would immediately be ready to compete in this market if it emerged. Would COSCO buy the ships from a US shipyard? Would their competitors? That would create all kinds of interesting trade regulation dynamics when discussing foreign companies. More likely, COSCO would buy from China with the intent to build a nuclear powered shipbuilding industry in China.

What about accidents and piracy? The seas are not immune to Murphy's Law. What happens when a nuclear powered COSCO ship hits a bridge in San Francisco?

Consider that Russian nuclear powered Icebreakers have been around a long time, and massive nuclear powered ships with reinforced hulls designed for ice travel may be the most cost effective way to move large quantities through the Northwest Passage from Europe to Asia during all seasons. The Canadians are going to love that.

These reactors can be built to support replacement and life span, meaning one can calculate costs at construction with nuclear power. The Shipping Industry today cannot due to price uncertainty for energy.

The political ramifications will be enormous, from national security to environment; the range of policy issues will be quite large. Many countries do not allow nuclear powered ships in port, although with ships as large as the ones likely envisioned by COSCO, most countries who object may not have the facilities or the demand to support such large ships. For example, Canada may reject allowing such a ship into their country, but the US may allow nuclear merchant vessels into specific ports. It would be interesting if it ever became more efficient for China to ship into the US on large nuclear ships, then rail cargo into Canada instead of shipping directly to Canada. That is just an example, because I can envision a scenario where Mexico allows huge nuclear ships, and California, Washington, and Oregon did not.

Obviously this is a huge discussion and I am barely touching the possibilities for discussion. With that said, be careful not to dismiss the possibility that China would do this, particularly when one considers how many ports globally China, in particular COSCO, is heavily invested in globally.

USS New York

Impressive. Very impressive. I had a few friends who took the ride on USS New York (LPD 21) from Norfolk this week, I imagine they had fun. Both the Navy and New York City are doing this commissioning in a first class way, and the buzz surrounding the event this week even as far north as Albany is proof.

For those down in the city, the schedule for public visitation is as follows:

Wednesday, November 4 - 10:00 a.m. to 4:00 p.m.
Thursday, November 5 - 1:00 to 4:00 p.m.
Sunday, November 8 - 9:00 a.m. to 12:00 p.m.
Monday, November 9 - 9:00 a.m. to 4:00 p.m.
Tuesday, November 10 - 9:00 a.m. to 4:00 p.m.
Wednesday, November 11 - 9:00 a.m. to 2:00 p.m.

I encourage anyone who lives close to the city to get out and see her. The ship is a lot bigger than you think, and is a lot different than any Navy ship you have ever been on. If you haven't been on an LPD-17 class ship yet, you should have a look around (particularly Marines who have deployed on other amphibious ships).

They may have completely screwed up the USS San Antonio (LPD 17), but I believe there is something special about this class of ship, and the Navy would be wise to build as many of them as possible.

Also, whoever decided to take a MV-22 and CH-53 on her to the ceremony is very smart. Having them on the flight deck for everyone to see... nice touch.

Happy Birthday Navy!

Been a three day weekend for me. I noticed no one else said it, so I will.

Happy Birthday Navy! (October 13)

A Legend Passes: RADM Wayne E. Meyer

The official DoD release.

Retired Navy Rear Adm. Wayne E. Meyer, regarded as the father of the Navy’s AEGIS Weapons System, passed away today.

"I am deeply saddened by a great loss to our Navy family,” said Admiral Gary Roughead, Chief of Naval Operations. “Rear Admiral Meyer’s passion, technical acumen, and warfighting expertise served as the foundation of our Navy combatant fleet today. On behalf of the men and women of the United States Navy, I extend my deepest and most heartfelt sympathy to the Meyer family. He was a close friend and mentor to so many of us. His legacy will remain in the Navy forever."

Meyer was born in Brunswick, Mo., on April 21, 1926. In 1946, he graduated from the University of Kansas with a bachelor’s degree in electrical engineering. He also held an master’s degree in astronautics and aeronautics from the Massachusetts Institute of Technology, and a bachelor’s degree in electrical engineering from the Naval Postgraduate School.

Meyer’s Navy career began in 1943 as an apprentice seaman. In 1946, he was commissioned an ensign in the U.S. Naval Reserve and was transferred to regular Navy in 1948. After several years at sea, he returned to school in 1951 and attended the Joint Guided Missile School, Fort Bliss, Texas, and the Naval Line School, Monterey, Calif., and eventually served as an instructor at Special Weapons School, Norfolk, Va.

Meyer returned to sea as executive officer on USS Strickland, followed by service on the commander’s staff, Destroyer Force Atlantic. He was then ordered to USS Galveston.

In 1963, Meyer was chosen to head the TERRIER desk in the Special Navy Task Force for Surface Missile Systems. He turned down a destroyer command to continue his work with missile, radar, and fire control systems, and became the founding Chief Engineer at the Naval Ship Missile System Engineering Station, Port Hueneme, Calif. In 1970, the Navy chose then Capt. Meyer to lead the development of the new AEGIS Weapon System in the Naval Ordnance Systems Command.

In this position, Meyer was promoted to rear admiral in Jan. 1975. In Jan. 1977, he assumed duties as the founding project manager of the AEGIS Shipbuilding Project. This project was ultimately responsible for the construction of all of the Navy’s current cruisers and destroyers - with 89 ships built or in construction, and more in planning. This is one of the longest and largest naval shipbuilding programs in history. He retired from active duty in 1985.

In Nov. 2006, the Secretary of the Navy announced that an Arleigh Burke class destroyer, DDG 108, would be named in honor of Rear Adm. Meyer. Christened on Oct. 18, 2008, the ship utilizes the same combat system that Meyer helped to develop, the Aegis Combat System, including the SPY-lD, multifunction phased array radar. This advanced system makes the AEGIS ship the foundation of the U.S. Navy’s surface combatant fleet. Additionally, when the ship is commissioned in Philadelphia, Pa. on Oct. 10, 2009, it will be manned with a complement of highly trained sailors, providing the Navy with a dynamic multi-mission warship that can operate independently or as part of carrier strike groups, surface action groups, or amphibious ready groups, ensuring USS Wayne E. Meyer will lead the Navy into the future.

Rear Adm. Meyer’s personal decorations and service medals include: Distinguished Service Medal; Legion of Merit; Meritorious Service Medal; Navy Meritorious Unit Commendation Ribbon with Bronze Star; China Service Medal; American Campaign Medal; World War II Victory Medal; Navy Occupation Service Medal; National Defense Medal with Bronze Star; Armed Forces Expeditionary Medal; Vietnam Service Medal; Republic of Vietnam Gallantry Cross with Palm Unit Citation; and Republic of Vietnam Civil Actions Unit Citation.

His other awards include: American Society of Naval Engineers Gold Medal, 1976; Old Crow Electronics Countermeasure Association Silver Medal; Distinguished Engineer Alumni Award, University of Kansas, 1981; Naval Ordnance Engineer Certificate #99; Fellow in the American Institute of Aeronautics and Astronautics; Missile Systems Award for distinguished service, American Institute of Aeronautics and Astronautics, 1983; Navy League's Rear Admiral William Sterling Parsons Award, for scientific and technical progress in construction of the nation's AEGIS fleet, 1985; Harold E. Sanders Award for a lifetime of contributions to Naval Engineering, American Society of Naval Engineers, 1985; Admiral J. H. Sides Award for major contributions to Anti-Air Warfare, National Security Industrial Association, 1988.

In 1977, Meyer was designated a Pioneer in the Navy's Acquisition Hall of Fame in the Pentagon. In 2008, he was presented with the sixth annual Ronald W. Reagan Missile Defense Award.

RADM Wayne Meyer is remembered as the "Father of AEGIS" and should be credited for giving the United States the most powerful Naval Weapon System the world has ever seen. A lot more here, where I pulled this bit.

Remarks as Delivered by Admiral Mike Mullen
Delivery of the 100th AEGIS System, Moorestown, NJ
27 November 2024

Secretary Etter, fellow flag and general officers, foreign guests, other many, many distinguished visitors, ladies and gentlemen. I really am delighted to be here and thank you for joining us today… as we celebrate the delivery of the Centennial AEGIS combat system to our Navy. To echo what Charlie Hamilton said -- “What a great Navy day.” What a great Navy day.

I would like to extend a special welcome to a mentor and a dear friend, Admiral Wayne Meyer, the “Father of AEGIS.” It is also very special to have here today, someone who I consider a Saint, that will have a very high place in Heaven, that’s Anna Mae and many others from the Meyer family. I’m very fond of speaking to the needs to recognize the sacrifices of our families of the families of men and women in the uniform. And I assure you that there has been that sacrifice in the Meyer family as well. We simply would not be here without it. I am not sure that many of those working on that very first AEGIS system would have believed that one day the Navy would be accepting System One Hundred except, of course, for Admiral Meyer. He was never not sure, he was always committed to realizing the full potential of this fantastic combat system or to constantly improving it along the way.

It was his belief in rigorous system engineering that got us here and it is those same principles that must lead us forward, not just in AEGIS but in all aspects of engineering design in our Navy. All you have to do is ask him and he’ll tell you.

Now being the CNO, you think I might be able to affect this program and I always worried about having the might before Admiral Meyer. He loves this work with a passion. Every time we speak, it seems he is quick to tell me that my career peaked about 12 years ago. It’s always good to hear how I haven’t progressed since I left command of YORKTOWN. He then always goes on to explain, like only he can do, how the AEGIS system is always reaching for new heights.

It is truly a system that has delivered time and again. We saw it during the Cold War, when our brazen motto was: “Stand by, Admiral Gorshkov, AEGIS is at sea!” We saw more recently during the Desert wars, as our AEGIS ships performed brilliantly providing a shield to the fleet, launching Tomahawk cruise missiles, interdicting smugglers, controlling aircraft - and so much more. We see it today, as AEGIS is at the heart of our surface Fleet that is globally deployed in defense of freedom.

While founded on the same basic system design that graced TICONDEROGA and YORKTOWN this Centennial System’s advanced combat system and revolutionary radar - truly represent a new era of technology. For while AEGIS was originally optimized for blue water operations against Soviet bomber raids, this system brings unprecedented capabilities to the fight to the new wars and the new enemies we now face. These enemies know no bounds. They believe nothing that we believe. It is the war that we must win and it is a war we will win. In today’s fight, AEGIS is a sword and shield that enables us to command the sea, control the littoral, project power ashore, and safeguard our troops and our allies from growing threats like ballistic missiles. Nothing else at sea today even comes close.

AEGIS ships today truly represent naval excellence, strength and freedom. And are the foundation for a strong fleet and a strong Navy which this nation has always had and must have for the future. But it isn’t just our Navy; there are other navies as has been stated. AEGIS is sailing strong aboard Japan’s KONGO class of destroyers as well as Spain’s F-100 and Norway’s F-310 frigates. And it will not be long before AEGIS is put to sea aboard new destroyers in Australia and the Republic of Korea. Wherever freedom is challenged, AEGIS is there. Thanks to Admiral Meyer and this team, Sailors across the globe can sail confidently, they have the best equipment this great country can produce -- with the best training we can provide. I am mindful, that sailing with them, is a little piece of every one of you here, those of you who design, build, test, and deliver AEGIS. Yes, where AEGIS sails, you are there too. Your hard work - your enthusiastic patriotism - your dedication to putting AEGIS to sea is every bit as important as that of the Sailors who operate this terrific system in harm’s way. To this entire Navy team, Lockheed Martin, and specifically to the workers here at Moorestown, thank you -- I appreciate what you are doing for our country. And I know each of you work tirelessly everyday to make AEGIS even better. I am convinced that as you embrace open architecture you will stand on the shoulders of this great AEGIS legacy as you take this program to new heights. Legacy -- clearly, the AEGIS Fleet has a legacy of excellence. But, some use the term “legacy” to refer to “antiquated systems.” I have even heard some call our in-service Fleet, “legacy ships.”

AEGIS and the fleet is anything but that. As AEGIS transitions to open architecture, innovation will rapidly and simultaneously be introduced throughout our Fleet. O-A assures that there will be no “legacy ships” - instead, every ship of the line will be a state of-the-art combatant. It is clear to me that we must spread this open approach across the entire Navy. When I say open, I mean open systems, open competition and open the throttle. I want to move as fast as we can. Open architecture starts with fielding systems that leverage commercial standards to create an interoperable Fleet that connects seamlessly with our sister Services, our allies and many other global partners.

Navies all over the world are excited about the idea of coming together in a 1000-ship navy to help each other meet the difficult challenges ahead. But to do that we must be able to talk to each other and it is open systems that will enable us to work together as one. As we open the throttles and move quickly forward it is clear that Admiral Meyer’s principles of “build a little, test a little,” of innovation, and of sound systems engineering are the model we must continue to follow. It is a model that is reflected soundly in the 100th Aegis system we accept delivery of today. Every AEGIS system needs a home, and this Centennial System is no exception -- it is heading to Bath Iron Works in Maine for installation in DDG-108, or, as they like to call her in Bath: “Hull Number 503.” When he hears someone refer to a ship simply by her hull number, Admiral Meyer always reminds us that “a ship has a name for a reason!” Indeed, the namesake of a warship inspires the crew and instills a fighting spirit. To have one’s name immortalized in an AEGIS warship is a high honor indeed -- both for the individual, and for the ship. And that’s why DDG-108 will forever be known as United States Ship WAYNE E. MEYER. Honor - we are all so proud!

I can think of no better name for a warship of the U.S. Navy than WAYNE E. MEYER and no better tribute to the man who delivered engineering excellence to the Navy and instilled operational excellence in the fleet. Now, I know you’re proud of the Wayne E. Meyer Institute for Systems Engineering at the Naval Postgraduate School and the Wayne E. Meyer AEGIS Education Center in Dahlgren, but those buildings will never get underway. So, yes, Admiral, ships do have a name for a reason, and that’s true of this one in particular.
Many of us here have seen first hand how your commitment to learning, your demanding standards, your fighting spirit and your extraordinary leadership changed our Navy indeed; revolutionized warfighting while changing everyone around you -- for the better. It is a spirit and character that will undoubtedly serve the crew of MEYER well as they serve in defense of freedom.

Just as your noble legacy lives in every AEGIS ship, it will confidently guide those who sail in the one that carries your name. You can take great pride in knowing that some day soon a young Commanding Officer will surely consider command of the USS WAYNE E. MEYER the peak of his or her career.

You have blessed us all for over four decades. May God continue to bless you, your family, our Navy and our Nation.

The USS Wayne E. Meyer (DDG 108) commissioning will be at Penn's Landing, Philadelphia on October 10, 2009.

Fun For the Kids

This is outstanding. Explicit lyrics and all, love it. In order to get it, you may need to see the first video, a new song produced by Andy Samberg's The Lonely Island. This is your explicit language warning.

This spoof by a group called JOPA, which I hear stands for the Junior Officer Protection Association, is very well done. Big props to the folks on the USS John Paul Jones (DDG 53) for the creativity here, it's excellent.

Those who never lived in a MTV generation aren't expected to get it, so move along.

Quit Worshiping Politicians With Ship Names

The naming of the entire Nimitz class has become a fiasco because it led to naming 11 aircraft carriers in a row after politicians. The naming of the Ford class is looking to repeat the mistake.

Rep. Tom Tancredo (R-Colo.) and four other House Republicans have introduced a resolution calling on the U.S. Navy to name a future aircraft carrier after the late Sen. Barry M. Goldwater (R-Ariz.).

Tancredo, joined by GOP Reps. Jeff Flake (R-Ariz.), Connie Mack (R-Fla.), John Shaddeg (R-Ariz.) and Lee Terry (R-Neb.), introduced the non-binding resolution on Tuesday. It calls for the Navy to name an as-yet-unbuilt nuclear carrier (CVN-79 or 80) after Goldwater.

Goldwater, a big defense hawk, served 30 years in the Senate, and he led the GOP to a disastrous showing in the 1964 presidential race as their nominee against the late President Lyndon Baines Johnson.

Tancredo called Goldwater a "really significant figure in American history," adding that without Goldwater "there would have been no Ronald Reagan." Reagan first rose to national political prominence as a Goldwater surrogate in the '64 campaign.

Perhaps someone should ask Rep. Tom Tancredo to show us a copy of Barry M. Goldwater's resume in the Navy? Oh that's right, he was in the Army Air Force, not the Navy.

I think Congress should pass a law that says only certain types of ships can only be named after politicians, you know, like tugboats and ferry's. Seriously though, people who have a naval ship named after them should at minimum have some significant impact to the Navy before having a ship named for them, and aircraft carriers should never be named after people again.

I would like to see the names of aircraft carriers (including LHA(R)) be picked only among the following 14 names:

Enterprise
Yorktown
Midway
Coral Sea
Ranger
Independence
Constallation
Saratoga
Hornet
Intrepid
Essex
Shangra-la
America
Langley

I actually think that in a way, the LCS naming system is a good idea. Cities, or more specifically places, are a much more appropriate way for a democracy to name ships than people. I also appreciate the way the Navy has been naming destroyers.

Want to name a ship after a politician? Name a major cruiser or a submarine, as both are becoming so unaffordable that without the politics of naming we will never build to the quality the Navy demands (and won't settle without). If the only way the Navy can get a specific ship is to name it after a certain politician, then perhaps the Navy really doesn't need that ship. Just saying, we can make a better case for our naval vessels than the name it will have, so it shouldn't be a major issue to name ships after places instead of people.

"Somali Pirate Takedown - The Real Story"

Did anyone see this? I note it is on tonight at 9pm on the military channel. TV is hit and miss for me, often missing the ocean from the beach...

Watch? Leave a recommendation if you have seen it.

Official USCG Video of US Airways Flight 1549 Crash

The USCG has released 10 minutes of video, including the crash itself (wait for it...) of US Airways Flight 1549.

I think this video highlights the skill and training of the professional merchant mariners who responded and saved lives.

Also check out this USCG coxswain has he gives his account of the situation when he arrived on scene. I think he notes an important point, the larger ferry's made a huge impact in the effort because they could hold more passengers than the smaller boats operated by the Coast Guard and local law enforcement agencies.

Lockheed Martin's New COBRA

From Geoff Fein of Defense Daily today (subscription only).

Lockheed Martin [LMT] yesterday showcased a small tactical craft (STC) that it is proposing as both a manned boat for Special Operations Command (SOCOM) and as an unmanned surface vessel for the Littoral Combat Ship (LCS).

The Common Off Board Reconfigurable Asset (COBRA) is a 39-foot catamaran with a two-and-a-half foot draft built by Lockheed Martin using internal research and development (IRAD) funds, Ronald Harris, director, requirements and customs solutions, told reporters at a briefing in Crystal City.

COBRA is designed to carry either a mission module package up to 5000 pounds or a passenger module for 13 Marines. Lockheed intends to compete COBRA in the upcoming competition for the SOCOM Combat Craft Medium (CCM), but the article notes COBRA will have to be adjusted to meet those requirements.

CCM requirements include being able to be transported by C-130, which for COBRA means a few dimension changes. COBRA is currently a semi-swath hull, all-aluminum craft, although the article suggests an all-composite version will be built.

As the article notes, Lockheed had a bigger vision in mind.

But Harris noted that an unmanned COBRA variant would also be ideal for the anti submarine warfare (ASW) or counter mine warfare mission packages planned for LCS.

Harris pointed out that COBRA is the same size as the current ASW unmanned surface vehicle (USV) planned for LCS.

He also acknowledged that the LCS rear ramp would need to be modified to get COBRA in and out of LCS.

Nothing personal to Lockheed Martin, but I'll be impressed if the Navy doesn't require them to change that rear door on the LCS anyway. Maybe it is OK, but something just didn't look right to me. Very clever and creative stuff, and I always like it when attention is being paid MIW, because an all-composite version sounds like a useful MIW platform.

Hang On...

Check out Brad's place for some video of the High Speed Superferry working over in Hawaii, and turn up the sound. I think barf bag is appropriate.

That ferry has been a huge mess to date, which is why I don't understand why people aren't raising questions how in the world Austal won the JHSV contract.

From the Inbox...

I got this from a reader yesterday.

A while back I constructed a model of the USS Bainbridge (1842) researching what I believed to be the best information available and being as accurate as I could within the constraints of the scale. It took me three years, not an hour of which I didn't enjoy. When I was done, I had model that I felt recreated as accurately as possible a ship that hadn't been seen since her sinking in 1863.

Today I toured the USS Pinkney DDG 91. My prevailing thought was "Thank heaven I don't have to model it." Because, in contrast to the 1842 Bainbridge, the 2004 Pinckney has possibly 30 times is many gizmos consisting of ammunition lockers, CPS airlocks, valves and whatnots. Moreover, whereas every officer and crewman on the Bainbridge would know the function and importance of the line belayed by the first pin on the starboard, I doubt weather a tenth of the crew of the Pinkney would have any idea of the functionality of the first gizmo on its starboard

I hope this doesn't appear as critical as I fear it might. The problems and response of the US Navy today are complex and well met. But it appears to me as a student of naval history, that one can not too often ask "are we making things as simple as we can respecting the fact our lives and our Country are dependent upon the decisions of sailors in times of crisis.

It is an interesting thought, the complexities of modern systems and the desire for simplicity to insure widespread proficiency is a delicate balance. Among some the desire for specific capabilities "gold plates" our platforms, creating unnecessary complexity while also increasing the cost. It is noteworthy the only modern commissioned class that where the description of "vanilla" would apply is the Cyclone-class Patrol Coastal Ships. In the near future, these older platforms will need a replacement, and I have often wondered how complex the replacements will be, and whether simplicity would be the best approach. I am reminded of something my uncle, who served among these fine sailors, used to talk about. The KISS method works best when doing the dirty work in the suck, so keep it simple sailor.

----

USS Bainbridge - The first Bainbridge, a 12-gun 259-ton brig, was launched 26 April 2024 by Boston Navy Yard and commissioned 16 December 1842, Commander Z. F. Johnston in command. She operated with the Home Squadron until mid-1844 and then alternated in service with the Brazil and African Squadrons until 1860. Sailing from Boston 26 January 1843, Bainbridge served with the home Squadron until returning to New York 3 May 1844. During 26 June 1844-10 October 1847 she served with the Brazil Squadron. She laid up for most of the next year and then spent 10 April 2024 July 1850 with the African Squadron. She departed New York 2 November 2024 and until September 1856 cruised with both the African and Brazil Squadrons. She returned to Norfolk 10 September 1856. 1859-60 Bainbridge participated in the punitive expedition against Paraguay. On 21 August 2024 while proceeding to her station with the South Atlantic Blockading Squadron she capsized off Cape Hatteras with the loss of all but one of her crew. (Brig: T. 259, 1. 100'; b. 25', dr. 14'; s. 11.5 k., cpl. 100; a. 12 32- pdr. car., cl. Bainbridge)

Google Going Offshore?

Google is talking about moving some of their data centers offshore, which in their mind apparently means at sea. Some are calling this a "Google Navy" but it appears to have more in common with Greenpeace than a Navy, as the intent is to take advantage of tax loopholes while going "green" by using wave energy. The Times covers the details in this story.

The company is considering deploying the supercomputers necessary to operate its internet search engines on barges anchored up to seven miles (11km) offshore.

The “water-based data centres” would use wave energy to power and cool their computers, reducing Google’s costs. Their offshore status would also mean the company would no longer have to pay property taxes on its data centres, which are sited across the world, including in Britain.

That would be interesting, because almost certainly we are talking about submarine cables, not satellite bandwidth. The article also highlights one of the concerns Google has with the concept.

Concerns have been raised about whether the barges could withstand an event such as a hurricane. Mr Miller said: “The huge question raised by this proposal is how to keep the barges safe.”

In all likelihood this is just another aspect of the brilliant Google marketing strategy that gets everyone to talk about the creativity at Google. However, as someone who has spent a good deal of time in data centers, there are legitimate reasons why this could be a legitimate concept.

Ask any CIO about the concerns in their data center, and costs for power and requirements for air conditioning are high on the list. Servers work, as long as the temperature isn't too high and the power is available. If a ship can produce the power to run a data center with "wave energy" and cooling can be maintained, there may be something to this idea.

If Google does it, there will be more companies that do as well, and it will raise all kinds of issues for maritime security, but it could also raise questions regarding maritime governance. If businesses begin migrating to sea to take advantage of new technologies like "wave energy," it could also have a positive impact on the shipbuilding community, which will be asked to innovate new offshore industrial solutions.

Definitely something to keep an eye on.