|
|||
|
How to Post a Job on This Website
Your Job of the Week listing can be posted in the next issue (Monday morning), along with the other 50 to 100 job opportunities. The newsletter will then be posted here at www.nedsjotw.com. To submit a job, send the listing to lundquist989@cs.com. Include the job title, company or organization, location, and how to respond, reply or apply. This is a free service.
If you want to immediately push your job listing-–by itself--out to the network of more than 11,000 professional communicators, I can send it out as a “Can’t Wait” posting for $300 for highest impact and instant results. “Can’t Wait” postings are also posted here on this website, and can also be posted in the next newsletter for maximum exposure. This gives your posting the highest impact. Again, listings should include job title, organization or company, and a location. A brief description is optional, and a really long description is frowned upon. Include a link, contact info or specific instructions for a candidate to follow-up. If you are not already a member of this network, please subscribe by sending a blank email to JOTW-subscribe@topica.com. If you are submitting a job on behalf of your employer, I should remind you of the optional suggested policy that recommends you consider perhaps sending a company ball cap, shirt or coffee mug, maybe, perhaps. I’m thinking XL. Contact Ned about sponsorship opportunities at lundquist989@cs.com. Recent Photos
Sponsorship and advertising opportunities for the JOTW newsletter and this Website
Reach 11,000 communication professionals in the JOTW Network!
You can find qualified job candidates or motivated customers with JOTW. *** One-time “Can’t Wait Announcement” A one-time job listing or announcement sent immediately to the entire JOTW list. $300 *** One time monthly sponsorship Banner ad at the top of the www.nedsjotw.com website for one calendar month, with 20-word text ads at top and bottom of JOTW newsletter for that month; 100-word text ad in body of JOTW newsletter for that month; 20-word text ad at top of JOTW Monday Morning Chaser for that month. One free “Can’t Wait” announcement. Cost: $1,200 *** Two-week sponsorship Banner ad at the top of the www.nedsjotw.com website for two issues, with 20-word text ad at top of JOTW newsletter for those two weeks. One free “Can’t Wait” announcement. Cost: $500 *** Annual JOTW sponsorship One-month JOTW sponsorship ad placement package, which includes banner ad at the top of the www.nedsjotw.com website for one calendar month, with 20-word text ads at top and bottom of JOTW newsletter for that month; 100-word text ad in body of JOTW newsletter for that month; 20-word text ad at top of JOTW Monday Morning Chaser for that month. ($1,200 value), plus: Ad placement in side margin of www.nedsjotw.com for entire year (an $1,800 value) Two free “Can’t Wait” postings ($600 value) Cost: $2,400 *** Sidebar ad in JOTW 175x350 pixel sidebar ad on JOTW website One month: $250 Three months: $600 One year: $1,800 Combination packages are available with www.yourdefcon1 .com and www.yourverynextstep.com. To sponsor or advertise, contact Ned Lundquist at lundquist989@cs.com. Month Archive
Search
Login
|
Saturday, November 4
Sat 04 Nov 2006 09:25 AM EST
A review of The Naval Institute Guide to World Naval Weapon Systems – Fifth Edition
By Norman Friedman more »
Thursday, October 19
Thu 19 Oct 2006 06:02 AM EDT
From Playing Field to Battlefield: Great Athletes Who Served in World War II By Rob Newell 2006, Naval Institute Press, 192 pages ISBN: 1-59114-620-8 List Price: $29.95 For some young Americans in the prime of their lives, living the dream of a professional athlete was interrupted by war. “World War II was a unique time in our country's history,” says author Rob Newell. “It was a time when American's really sensed that their freedoms and way of life were in danger, and that everyone - no matter what their profession - needed to step up and do their part. That included professional and college athletes. It was a truly national effort, and everything was secondary to winning the war. It was a time when service mattered most. In his book, From Playing Field to Battlefield: Great Athletes Who Served in World War II, Newell shares true stories of gifted players who answered the call to serve. I asked Newell, a Navy Captain, about the motivation for writing his book. “I had written a magazine article about the impact WWII had on baseball,” he says. “In the course of writing that story I interviewed several baseball players whose careers had been either interrupted or ended by their military service during the war. Their stories were very moving, and a real testament to the values and ideals we sometimes lose sight of, specifically service to others and service to country. It was those stories - and many others like them - that served as the inspiration for the book.”
Newell wrote about stories that were both unique and reflective of what was happening in the world of sports during that time. “While there were many well-known athletes who served - people such as Ted Williams, Tom Landry, Bob Feller - there were also hundreds and hundreds of young men whose dreams to become professional or collegiate athletes were never realized because they voluntarily enlisted to serve their country. I thought it was important to also include some of those stories.”
Newell says that some famous athletes received special treatment. “Many athletes who were well-known - and Joe DiMaggio is one example that comes to mind - joined the military and then ended up playing their specific sport throughout the war with various service teams in exhibitions to help raise money for the war effort.” But, he says, “around the country, all Americans - whatever their profession - felt they had an obligation to do their part. Something Cecil Travis, a great shortstop with the Washington Senators who I wrote about in the book, said, ‘We all felt we needed to go in and do our part, being a baseball player didn't and shouldn't, have anything to do with that.’" In research his book, Newell found learned about many exceptional people. He sought to Write about stories and experiences that were unique and different. There was one particular conversation with Dr. Tom Brown that he’ll always remember. Brown was a Navy surgeon who went ashore with the Marines at “In the course my interview with Dr. Brown I asked him how difficult it was - with the battle literally taking place all around him - for him to do his job and work on the wounded Marines that were brought to him. His answer was so honest and so humble,” Newell recalls. Brown said, ‘Well, you know it was very difficult, but after that first day of fighting, I remember lying down in the foxhole that I had dug for myself and staring up into the night sky. It was a beautiful night with lots of stars. And as I looked up at the sky, sense of calm came over me, and I remember thinking, 'I need to get a hold of myself. There are people counting on you.' And after that, I was okay.” “It was such a personal story and remembrance...from someone who was actually on that island saving the lives of young Marines...and I don't think I'll ever forget that,” says Newell.
In writing his book, Newell said the stories he gathered were inspiring. “And I suspect everyone who has had a father or grandfather, friend or other family member who has served has had a similar experience when you begin to understand the depths of their sacrifice, dedication and service. It was an honor to speak with these men, and in some cases their families...to learn and here about there experiences and lives...and I was very, very grateful for their generosity in sharing their stories with me.
Those who served during WWII have been labeled the "Greatest Generation." I asked Newell if young people today serving for the same motivation? “The young men and women who are serving in our military today are just as patriotic, just as dedicated, and just as willing to make sacrifices for their fellow Americans as those who served during WWII,” Newell says. “I believe the generation of young men and women who serve our country today..in places such as
“The young men and women serving in our military today are all volunteers,” Newell says. “They are tremendous examples and role models for us all.”
-30- Edward Lundquist is a senior science advisor with Alion Science and Technology in Washington, D.C. He is a retired Monday, October 16
Mon 16 Oct 2006 04:10 PM EDT
In his book, The Battle for Leyte, 1944, Allied and Japanese Plans, Preparations, and Execution, published by the Naval Institute Press, Milan Vego details the decision of who did what, how decsions were reached and what information was available to make those decsions. Its a book about planning and execution, and more specifically about all the elements that lead up to a particlar execution and result. more »
Saturday, October 14
Sat 14 Oct 2006 09:26 AM EDT
A review of The Battle for Leyte, 1944: Allied and Japanese Plans, Preparations, and Execution
By Milan Vego more »
Friday, September 15
Fri 15 Sep 2006 06:29 AM EDT
John Paul Jones’ victory changed course of a new nation John Paul Jones: By Joseph Callo Naval Institute Press, ISBN: 1-59114-102-8 $29.95 252 pages. Reviewed by Edward Lundquist Of course you know all about John Paul Jones. Or do you? Admiral Joe Callorealized that there had not been a major biography of his life for nearly fifty years. So he wrote one. “As I began to research the subject, several additional circumstances supported the idea that it was time to reexamine Jones’s career,” says Callo. “For example, much of the nineteenth- and early twentieth-century writing about Jones positioned him in a predominantly heroic role. Phrases like ‘knight of the seas,’ ‘one chosen by fate,’ and ‘the sailor whom So, who was he, and why should we care? Jones’ came to “I believe that Jones’ career is more relevant to our own lives and times than many are willing to admit,” Callo says. “For example, Jones’ deployments in the Continental Ships Ranger and Bonhomme Richard were focused upon issues that are similar to those in the news today. Two examples include forward projection of national power and the concept of civilian control of the military.” Callo set out to make a fresh examination of Jones, a native of “My biography illuminates Jones as a self-taught naval officer, who was a seaman warrior, not a warrior seaman. That had a significant influence on what he did and particularly how he did it. Within months of his joining the Continental Navy in 1775, he was in command of his own ship in a navy without a single purpose-built warship. As he took on the American cause of liberty, he was also striving for recognition as a professional naval officer. Most biographers emphasize Jones’ combat victories. I have put more emphasis on the strategic impact of his deployments, particularly in Ranger and Bonhomme Richard, than others,” he says. The early American naval experiences against the Royal Navy were not outstanding. So Jones’ tactical successes were quite noteworthy for a Navy and a Nation that needed a victory.
“Not outstanding” is putting it mildly,” says Callo. “On the face of it, the impact of the Continental Navy was minimal.” With serious analysis, however, Callo says it becomes apparent that there were three components to the American naval strategy that emerged during the American Revolution. First, the Americans must attack
Jones took on the British, the major naval power of the day, on its own terms and in its home waters. To be sure, the Royal Navy had other pressing concerns, and Jones might be viewed as little more than a distraction. “Jones’s deployments in Ranger and Bonhomme Richard were the prime examples of the second component, and achievements as commodore of a small squadron deployed around the British Isles in 1779 came at a time when there were growing doubts at the Admiralty and Whitehall about the war with the American Colonies, and this deployment, which ended with his astonishing victory in single-ship combat off Flamborough Head, actually became a critical tipping point in the American Revolution.” Callo’s research incorporated previous biographies of John Paul Jones., including Samuel Eliot Morison’s John Paul Jones—A Sailor’s Biography (Little, Brown & Company, 1959), The Life and Character of John Paul Jones by John Henry Sherburne (Adriance, Sherman & Co., 1851) and Life and Correspondence of John Paul Jones edited by Robert C. Sands (A. Chandler, 1830). He also avoided several biographies that are not accurate. Much of my research involved primary sources. One of the best sources was the Naval Documents of the American Revolution series, published by the Jones naval reputation earned him a commission in While some biographers have claimed that Jones was consumed by his position and career, Callo says that has been grossly exaggerated. “His primary motivation was the American cause of liberty. His concerns about his position and career were natural consequences of his position as a seaman warrior, one whose career was in the hands of political leaders who were getting on-the-job training in civilian control of the military.” While Jones served in the age of sail, Callo says contemporary naval officers should learn today from an examination of what John Paul Jones accomplished in the Revolutionary War. “His iron determination in the face of military and political obstacles (“I have not yet begun to fight” in the face of defeat by almost any measure) is a quality that is as important today as it was in 1779,” Callo says. “The inscription that marks Jones’ final resting place in his crypt at the U.S. Naval Academy in -30- Captain Edward Lundquist,
Tuesday, August 29
Tue 29 Aug 2006 04:53 PM EDT
As the world of naval warfare transforms, one book stands out in telling us how that world is changing. Norman Friedman’s compendium, the Naval Institute’s Guide to World Naval Weapon Systems, is much more than statistical data listing weapons, sensors and systems. It tells us about the critical relationships between components to make systems; how systems create networks; and what that means for the navy that employs them. And it does all that in a way that is very readable and understandable. more »
Monday, August 21
Mon 21 Aug 2006 07:11 AM EDT
This could happen to youSaving a ship is serious business “As darkness was falling, the ship was sinking, it was on fire, it had lost electrical power, it was dead in the water, alone in a minefield, forty miles off the coast of a hostile Iran, and the ship was surrounded by sharks and sea snakes. It’s hard to imagine it getting much worse.” - Brad Peniston No Higher Honor – Saving the USS Samuel B. Roberts in the By Bradley Peniston 2006, Naval Institute Press, ISBN 1-59114-661-5 List Price: USD $29.95 Reviewed By Captain Edward H. Lundquist, Sailors on Navy ships must always be mindful of the fact that a worst-case scenario can happen to you and your ship. No Higher Honor, written by journalist Brad Peniston, is the story about the guided-missile frigate USS Samuel B. Roberts (FFG 58), which struck a mine on April 14, 1988 in the Peniston, a writer familiar with naval matters, interviewed the skipper, the wardroom, Chief’s mess, and crew to share with us what really happened, with his own observations and in their own words. “As darkness was falling, the ship was sinking, it was on fire, it had lost electrical power, it was dead in the water, alone in a minefield, forty miles off the coast of a hostile The story of this incident begins long before the frigate entered the Peniston introduces us to the “Sammy B.” crew as they come together in the shipyard at A good ship is a proud ship, Peniston told me in an interview. Cmdr. Paul Rinn established the command climate when he arrived at Bath Iron Works where the frigate was being built. “He gathered the very first crewmembers to report aboard when the ship was being built, and he told them ‘we’re going to be the best ship in the Navy,’ and ‘the best ship that ever was.’ He wanted them to be proud of their ship, and themselves. He wanted his crewmembers to look back on their years on the Samuel B. Roberts as the best years of their lives,” Peniston says. “He told his officers and chief petty officers to look after their people with that in mind.” Rinn was especially mindful of the heritage of the sailors who served aboard one of the earlier ships named Samuel B. Roberts, the destroyer escort that fought at the
When the ship deployed to the When the lookout on the Sammy B. spotted a mine ahead of the frigate, the crew was alert. But nevertheless it was unexpected when the ship hit a mine, ripping a huge hole in her hull and shattering the main propulsion equipment. Peniston provides us with an eyewitness account of what was happening to the ship and what the crew was doing about it. These crewmembers put their knowledge, experience, training and pride into action. The ship slowly exited the mined area while the crew put out the fires and controlled the flooding. Willpower was certainly a factor, but no amount of willpower can save a crippled ship if the ship is not sound to begin with and the crew doesn’t know what to do under adverse conditions. No Higher Honor underscores the danger posed by mines. This is not the first story of a ship severely damaged by a mine they didn’t know was there, nor would it be the last. The crews of USS Princeton (CG 59) and USS Tripoli (LPH 10) found that out in February 1991. Mines are inexpensive, easily attainable by third world nations, and can cripple the proudest warships from the most potent navies. But that is a story for another book. “This is a story of what a good crew – well trained and well led – can accomplish,” author Peniston says. Any Sailor who goes to sea on a naval ship must remember that: the unexpected and undesired can happen to you. Says Rinn, “if you are not ready when it happens, it’s already too late.” -30- (Photos, audio and video clips, and excerpts are posted at Friday, July 7
Fri 07 Jul 2006 09:14 AM EDT
Renegade destroyer wasn’t escaping The Last Sentry The True Story that Inspired the Hunt for Red October Gregory D. Young and Nate Braden Naval Institute Press Reviewed by Edward H. Lundquist Truth is stranger than fiction. The story of Valery Sablin is true, and the inspiration for Tom Clancy’s “Hunt for Red October,” but unlike Clancy’s Captain Marko Ramius, Sablin was not escaping the For Valery Sablin, his idealistic dedication to true communism in its pure form led him to take over the Soviet Navy destroyer Storozhevoy (which translates to Sentry) in a futile attempt to return the Soviet state to its uncorrupted egalitarian Marxist roots by leading a revolt against Leonid Brezhnev and his party elite. That he failed should not surprise you. That he was executed for his treason shouldn’t surprise you, either. That his story was kept under wraps for years by Soviet officials is no surprise. What is surprising, perhaps shocking, is the fact that Valery Sablin was so dedicated to communism, and was able to convince most of his shipmates to lock up the captain and take control of a Soviet warship in port and get underway. Author Gregory Young came across clues to the Storozhevoy affair while studying at “The Sentry story, as you know, has been twenty years in the making. What was frustrating to me was that twenty years ago I uncovered the external details of the mutiny, but did not know not what truly motivated Valery Sablin to undertake such a desperate act. I tried to get the story published in 1985 and 1992, but it took the fall of the Soviet Union and a few years until a "kindler-gentler" KGB was less of a threat to family members and crew members so that they might relate their stories to Nate and to me,” says author Greg Young. Sablin was a family man, with a wife and a child. He was loyal to the ideals of the party. He served as a Zampolit, a political officer who provided party doctrine and ensured the purity of thought of the officers and men aboard Soviet warships. How ironic that the role of the Zampolit was to make ensure the naval officers and ratings didn’t stage a coup d’etat. Sablin became bitterly disillusioned with a system that ostensibly served all the people equally, but which felt obliged to maintain a totalitarian regime. The real Communist Party did not treat all people equally, but rather gave perks to a loyal elite. Most of this book discusses Sablin’s life and times, his family, education and naval career. He admired the sailors aboard the battleship Potemkin who spontaneously revolted against their Tsarist masters, and eventually fire upon Tsarist forces. Sablin, unlike many Soviet officers, cared for his men and showed concern for them, and they came to trust him in a system where conscripts are treated with disdain. In context, one understands the fateful decision he made. But it does come to a thrilling climax in November of 1975, when Captain 2nd Rank Valery Sablin, Zampolit of the Storozhevoy, took the fateful steps of asking his shipmates to join him in igniting a new revolution. Author Braden explained to me that the mutiny on the Potemkin had two big consequences for Sablin; one intended, the other unintended. “Sablin's great hero was Lieutenant Peter Schmidt, a participant in the 1905 revolution (though not a Potemkin officer). Sablin admired that mutiny and the 1905 revolution because it was an avowedly socialist one and it almost led to the overthrow of the tsar,” says Braden. “He hoped to follow in Schmidt's footsteps and have the same kind of impact with Storozhevoy in 1975 that Potemkin had in 1905.” According to Braden, the unintended consequence was alluded to by Seaman Alexander Shein, Sablin's right-hand man during the mutiny. “The Potemkin revolt was basically sparked by an argument over bad borsch soup - spoiled meat was used in its preparation for the crew that morning and the men's refusal to eat it led to a series of events that culminated in the mutiny. Fast forward to 1975 and Shein recalled on Storozhevoy's return from One officer, a senior lieutenant named Firsov, managed to get off the ship, and reported to the commander of the submarine S-163, moored next to the Storozhevoy. Sablin’s plan had been compromised. He weighed anchor as the first reports of the Storozhevoy’s takeover worked their way up the chain of command. It was midnight, and Sablin’s ship was traveling at 30 knots up the By now the top brass were aware of the situation. Commander of the Soviet Navy Admiral Sergei Gorshkov told the defense minister, Marshal Grechko, who told Brezhnev. After being awakened with this disturbing news, Brezhnev said “Bomb the ship and sink it.” The Swedes had intercepted enough information to know something was going on, but it didn’t make sense. The Soviets thought Sablin would make a run for international waters and head for One can speculate what might have happened if Lieutenant Firsov had not raised the alarm. Had Firsov not jumped ship, Braden says, Storozhevoy might have made it to Just what the Swedes thought as Sablin’s ship and her pursuers came closer and closer to Swedish territory can only be imagined. “The Swedes won't tell us what they thought because everything that happened that night is still classified and will be for another 40 years!” says Braden. “Since the Swedes are the originating agency on all SIGINT (signals intelligence) from the mutiny, the What remained was the investigation and the trial of the mutineers, all documented but highly classified until recently. Sablin’s wife, Nina, had to endure the burden of shame and humiliation placed upon her by the system, and the loss of her husband. But she admired and respected his noble idealism. “After meeting Nina, Valery's widow, the real challenge to me was both to tell the human interest story of Valery as well as the importance of this story in assessing the strength of the Cold War Soviet military in view of this incident,” says Greg Young. “These are two very disparate themes, both compelling but from different perspectives.” Today Sablin is widely regarded in Young says that when asked why she did not remarry, Nina replied, "There can only be one Valery." “They were truly in love,” Young says, “yet Valery chose not to tell his wife what he intended to do. Possibly it was to shield her, but we now know she had a much shrewder sense of the political realities than her husband did and perhaps he was afraid she might deter him from acting.” “It was this human side that was also the most surprising to me,” Young adds. “Twenty years ago I (and therefore Tom Clancy) thought that Sablin was going to defect with the Storozhevoy. We now know that his motivations were much more complex.” “Sablin was a true believer,” says Braden. “He never lost faith in his belief that Communism was the best system in the world to meet the people's social and economic needs. It never occurred to him that tyranny was the inevitable consequence of a one-party state. Sablin thought Communism was a good system that was simply in the hands of bad people.” -30- Edward H. Lundquist is a retired U.S. Navy captain and naval analyst who lives in Springfield, Virginia. He is director of corporate communication for the Center for Security Strategies and Operations, Anteon Corporation, Monday, April 17
Mon 17 Apr 2006 04:40 PM EDT
Michael K. Bohn’s The Achille Lauro Hijacking; Lessons in the Politics and Prejudice of Terrorism, is an accurate historical account of a forceful drama that held the world (including me) spellbound for several days in 1985. more »
Wednesday, January 25
Wed 25 Jan 2006 03:16 PM EST
Ships and Aircraft of the Eighteenth Edition by Norman Polmar U.S. Naval Institute (www.usni.org) Ships and Aircraft of the U.S. Fleet, offered by the U.S. Naval Institute, is an essential reference book for any military, naval or maritime library. But it is more than a resource to be consulted when a question arises, for anyone who is mildly interested in ships; this book is very enjoyable to browse or study. First published in 1939, “Ships and Aircraft of the U.S. Fleet” is now edited by naval analyst and historian Norman Polmar. Prior to that, James C. Fahey and then Samuel L. Morison compiled the book. You will be able to find any and all The book covers vessels and aircraft as well as weapons, sensors and people. It’s been an indispensable resource for years. I remember consulting it when I stood watches at sea. I have the reprints of the wartime editions that the Naval Institute re-released a few years ago as a boxed-set, and I keep my earlier editions. These older editions are very useful for research. The current 672-page edition has more than 900 pictures and drawings. Polmar updates the book every three years or so, but don’t throw out your old copy when you get your new edition, because each volume has information not found in other editions. “I have authored the 11th through 18th editions and have already begun work on the 19th edition,” Polmar says. The 18th edition features a listing of all major warships built since World War II. Naval aircraft, wings and squadrons are displayed, including those discarded or disbanded in the last decade. Beyond organizational charts and discussions of the structure of the Navy, Marine Corps, the reader will also find the Department of Defense and the Unified Commands to whom the operational naval forces report. As new technologies evolve, the book has stays up to date. For example such as a new chapter that covers unmanned aerial vehicles (UAVs). The Navy’s new ships, the Littoral Combat Ship and the DD(X) destroyer, are covered in detail. The submarine conversion program for the Ohio-class cruise missile and special forces transport submarines is presented. Polmar shares his expert knowledge on the new Virginia and Seawolf classes of attack submarines. Experimental craft like the X-craft research vessel called Sea Fighter and the Sea Flyer “lifting body” experimental craft and discussed. Navy coastal patrol craft (PCs) have joined the Coast Guard, and the Coast Guard’s “Deepwater” fleet recapitalization effort is explained. High-speed catamarans, designed for passenger ferries, have demonstrated utility and flexibility in naval service. HSV-2 Swift and Westpac Expressed have brought a futuristic look to the waterfront. The new expeditionary warfare ship With the new there is also much about the old. You’ll still find a chapter on battleships, although the remaining BBs are no longer active in the fleet. There are a great many obscure and unusual vessels in the service of the Navy and Coast Guard. And they are in this book. There are floating instrumentation platforms (FLIP); cable repair ships, floating dry docks; buoy tenders; survey ships; torpedo retrievers; missile range instrumentation ships; Maritime Prepositioning Force RO/RO; crane ships, self-defense test ships; acoustic test barges; and nuclear-propelled submersibles. You can find exactly what you or looking for in Ships and Aircraft of the U.S. Fleet. Or, like me, you can lose yourself for hours looking for nothing in particular. -30- Edward Lundquist is a naval analyst and strategic communicator. He is a retired U.S. Navy captain and is currently the director of corporate communications for the Center for Security Strategies and Operations, Anteon Corporation, Washington, D.C.
Tuesday, December 13
Tue 13 Dec 2005 04:55 PM EST
Naval Shiphandler’s Guide is indispensable on the bridge, and in the classroom. more »
Monday, September 19
Mon 19 Sep 2005 07:54 PM EDT
Pirates often find their prey to be easy pickingsThese stories about Pirates are Fact, not FictionDangerous Waters Modern Piracy and Terror on the High Seas John S. Burnett Dutton Reviewed By Captain E.H. Lundquist, Even author John Burnett might have though pirates were the stuff of storybooks, of vivid imaginations, of swashbucklers and Peter Pan and Captain Hook. But Burnett found out the hard way that thieves prowl the sea-lanes in search of easy victims. Himself a victim of a pirate attack, he set out to shed light on the subject of crime and terrorism on the high seas. Piracy is real, and a deadly serious problem. According to Burnett, piracy is a crime that has been around since the earliest hunter-gatherer floated down some wilderness river on a log raft and was robbed of his prized piece of meat. “He probably defended himself better than the lumbering slow moving merchant ships that are so often attacked today. As we’ve seen, every vessel at sea is vulnerable to piracy or act of maritime terrorism. From the state-of-the-art warship USS Cole to the modern VLCC M/V Limburg, from fishing boats and yachts to large passenger ferries and cruise ships.” Burnett narrowly survived a 1992 pirate attack while on a solo voyage aboard his own sloop Unicorn within just hours of Burnett also share other pirate stories, like the tale of the tanker Valiant Carrier, which was firebombed by pirates who turned violent, and severely beat the master, his wife and their child. The “Anti-Shipping Activity Message” about Valiant Carrier is an officious understatement: STRAIT OF SINGAPORE-Vicinity of Piracy is not only a nasty business, it is deadly. When pirates attacked the Baltimar Zephyr in 1992, they killed the ship’s master and first officer and threw three seamen overboard. The pirates absconded with several hundred dollars, leaving the moving ship’s bridge unattended for ninety minutes until the crew freed themselves. Montrose’s captain reads the daily situation reports from the International Maritime Bureau’s I confess that I check these reports myself every week (http://www.icc-ccs.org/prc/piracyreport.php). Pirates are smart. They catch their prey largely unaware, and make of with cash, cargo, consumables and whatever valuables they can carry. In some cases the pirates are part of a crime syndicate. In other cases they are poor villagers who see a ship as an easy mark. One ship had the clothes taken from the laundry. One crew arrived in port and requested clothing. Authorities found the captain standing naked behind the wheel. Ships may have strong boxes, but carry little cash. Some pirates take mooring lines so they can be taken apart and the fibers used to make fishing nets. Pirates may be armed with guns, or perhaps just machetes known as “long knives.” They may have masks to conceal their identity and for shock value. Mariners are instructed not to resist or fight back. But they don’t have to make it easy for the pirates, either. A VLCC is big. It takes a half hour just to stop. Shipping lanes like the Singapore Straits are crowded. As many as 25 ships pass through them each hour. With The seafarers unions in the Pirates have been known to steal a ship, paint out the name and give it a new identity. New technology allows for transponders to use satellites to track the whereabouts of ships. But most ships don’t have these “automated voyage monitoring system” devices. The pirates often find their prey to be easy pickings. “Merchant ships are the lowest hanging fruit of world commerce,” Burnett says. “Nearly ninety-five percent of world commerce is transported by ship. The most essential of all commodities shipped in bulk is oil. Sixty percent of the world’s crude oil is carried on supertankers and even larger Very Large Crude Carriers. And they are defenseless. Fire hoses blasting outboard, an extra crewmember patrolling the decks, the transom illuminated by halogen lamps; these precautions cannot stop a pirate determine to board the vessel. Indeed, they these only serve to alert pirates that this ship is aware it is steaming through pirate territory and that another ship without these obvious defenses might present a softer target. Piracy today is a crime, and it is out of control, Burnett says, no matter the well-meaning efforts of governments. “A ship is easy to take down. Pirates know that it is far less risky to rob a ship than it is to rob a bank. Few pirates are ever caught and fewer prosecuted.” Burnett reports that the highest number of attacks last year occurred in Indonesian waters, followed by attacks in the Because of the strategic importance of the straits, he says, the high number of attacks and the threat that terrorists in the region will learn to become pirates, the littoral states of -30- Edward Lundquist is a senior technical director for the Center for Security Strategies and Operations, Anteon Corporation, Washington, D.C. He is a retired Sunday, July 17
Sun 17 Jul 2005 09:30 AM EDT
Picture this: The Army’s Fleet Sail Army A Pictorial Guide to Current By Stephen Harding Pictorial Histories Publishing Company Reviewed by Edward Lundquist On a cold day in 1776, General George Washington turned to Colonel John Glover, an infantryman of the 14th Continental Regiment, to ferry himself and 2,400 men across the Delaware River. This may well be the U.S. Army’s first major employment of watercraft to support operations. Soon after, the Army used watercraft for back lift, when it ferried 900 Hessian captives back across the Delaware. So began the Army’s long association with boats and ships of its own, quite apart from the Navy. Altogether, the Army today has about 250 ships, boats and service craft. Not as many as the Navy, but much larger than many other fleets in military service. Much of this fleet is designed and employed to provide intra-theater lift. While ships of the Navy’s Military Sealift Command are tasked with getting Army cargo to the theater of operations, it is the Army’s responsibility to get that cargo offloaded and delivered where it is need within the theater. The Army can call upon a wide variety of vessels, some quite large, to do the job. Harding shows us, in detail, the big and the small. The largest include the GEN Frank E. Besson, Jr. – class Logistics Support Vessels (LSV), which displace more than 4,000 tons and are 312 feet long with a 60-foot beam. The new Theater Support Vessel Spearhead (TSV-1X) is not only big, it is fast. Built in It is a challenge to get the Army’s service craft to where they would be needed to support a significant offload. The Army's smaller watercraft (smaller landing craft, floating causeways, small tugs, etc.) are moved to the operational area either aboard leased commercial vessels or aboard Navy cargo ships. “The larger Army vessels (LCUs, LSVs, the larger tugs and the TSV) are self-deployable, meaning that they are capable of sailing anywhere in the world under their own power and manned by their own crews,” Harding says. In places where the Several years ago I went aboard the MV Strong Virginian, a heavy-lift multipurpose vessel that at the time was supporting the Army’s prepositioned cargo operations on Diego Garcia. Strong Virginian , a lift-on/lift-off vessel, uses her 600-ton capacity cargo boom to lift extraordinarily heavy cargos, and therefore requires no shore-side assistance for cargo operations. Strong Virginian’s topside spaces were stacked with Army utility boats and landing craft to support in-theater cargo movement at undeveloped ports during contingencies. “Once they've reached the operational area, the Army watercraft are manned by soldiers who have flown in from bases in the A sizeable portion of the Army fleet consists of tugs both large and small. Being a tug boat sailor myself, I’m rather fond of tug boats, and over the years the Army has had some real workhorses. Many of the service’s tugs have featured the classical lines long associated with tugs, but some of the newer craft – like the diminutive ST-900 class, have a new look. The 60-foot ST-900 boats have a narrow one-man pilothouse. At 100 tons, they are actually quite powerful for their size. These tugs can be carried into theater aboard a larger ship. The relationship between Army mariners and Navy sailors is a good one, in that the two groups often work together during logistics-over-the-shore exercises, according to Harding. Large Navy vessels bring Army vehicles and equipment to the operational area, where sailors and soldiers work together to offload the cargo onto smaller Army watercraft for the journey from ship to shore. Harding says the Army's watercraft fleet is similar to the Navy's fleet of small craft in that both fleets are operated and maintained in the same ways. The same skills are important (seamanship, ship-handling, navigation, etc.), the ships are painted the same color (haze gray), and they operate in many of the same regions. The fleets are different, however, in that the Navy's fleet of landing craft is primarily intended to move people (Marines) from ship to shore, while Army landing craft are intended primarily to move cargo (Army vehicles and equipment) from ship to shore, and along rivers and other waterways within the operational area.
Captain Edward Lundquist, U.S. Navy (Ret.), is a senior technical director with the Center for Security Strategies and Operations, Anteon Corporation,
Thursday, April 21
Thu 21 Apr 2005 08:14 PM EDT
Detailed Data for world’s warships The Naval Institute Guide to Combat Fleets of the World 2005-2006 Their Ships, Aircraft and Systems By Eric Wertheim
The Naval Institute Guide to Combat Fleets of the World” is an authoritative and thorough compendium about warships, aircraft and auxiliaries that serve in navies and coast guards worldwide. Combat Fleets is massive, with 1,104 pages and more than 4,000 photos and illustrations. It’s even bigger than Jane’s Fighting Ships (but costs less). If the seven-pound book is too heavy to handle, save both money and weight and get the CD version instead. Combat Fleets covers the waterfront. From large aircraft carriers and complex cruisers to speedy patrol craft and diminutive utility boats, they are covered in detail. If you are interested in aircraft carriers, you can study the entries from the U.S., Brazil, the U.K., India, France, Italy, and others. Submarine devotees will find nuclear boats in navies such as the U.S., Russia and U.K. Small diesel boats can be found in the listings for Portugal, Singapore, Sweden or Turkey, or mini-subs operated by Croatia or North Korea. The book is filled with unique or highly specialized auxiliaries; from oilers and tankers to repair and ammo ships; from towing and salvage ships to converted merchantmen carrying prepositioning supplies. If you seek an obscure vessel, like a ship to tend harbor nets, you’ll find that Turkey still operates net layers. Poland has a deperming ship. Myanmar has a presidential yacht. Brunei has two new very capable frigates and the Swiss Army operates a fleet of patrol boats on Lake Geneva. As a personal preference, I always look for the ex-U.S. Navy salvage ships still serving in navies around the world. As my first ship was the ocean-going fleet tug USS Tawakoni, I always crack open books like this and search for Taiwan where I see she is still commissioned as ATF 553, the Ta Mo, in the Republic of China Navy.
Wertheim is able to observe trends in maritime affairs. Wertheim finds some developments interesting, such as Israel’s growing interest in an amphibious force. He has been watching India and China as their navies have grown dramatically, but along two very different routes to maritime power.” China is focusing on submarines and surface forces, he says. “India, on the other hand, is taking the aircraft carrier route. India appears to be looking at the U.S. Navy as their model, where China is drawing from Russia and the former Soviet navy.” As larger navies are forced to reduce their fleets, smaller navies are able to receive newer, more capable ships. Many third-world navies are becoming high-tech. “Second-tier nations are able to get first class ships because larger navies are not able to keep them.” For example, Belgium's Navy is dwindling in size and power as of late, Wertheim explains. “There was talk of purchasing frigates from the Netherlands but that failed to pan out -- instead Belgium has sold one of its three remaining frigates to Bulgaria, which is seeking to modernize while Belgium seeks to cut costs.” The process of compiling this book never ends, the author says. By the time it starts running on the presses he’s already working on the next edition. But, he says, monthly updates are available online at www.combatfleets.com. -30-
Edward Lundquist is a senior technical director for the Center for Security Strategies and Operations, Anteon Corporation, Washington, D.C. Wednesday, April 20
Wed 20 Apr 2005 04:34 AM EDT
Set sail on an epic voyage into the world of epic voyages A Speck on the Sea Epic Voyages of the Most Improbable Vessels By William H. Longyard Reviewed by Edward Lundquist Most mariners can appreciate a good ending to a bad voyage. Many of us have been in heavy weather and felt our ship just wasn’t big enough. I can recall being in stormy seas aboard a U.S. Navy ocean-going fleet tug and thinking my ship was just too tiny for those big waves. Compared to the craft that William Longyard tells us about in his book, “A Speck of the Sea,” my 195-foot tug is a giant. This compendium is itself an epic voyage into the world of epic voyages: journeys of daring, desperation, danger and drama. These are heroic stories about great ocean adventures accomplished in the most unusual and smallest craft imaginable. Some incredible tales result from necessity or calamity, such as a shipwreck or a plane crash. Longyard sheds light on legends, offering evidence that kayaking Inuits were the original long-distance solo-voyagers who sailed as far as Naval aviators Harold Dixon, Anthony Pastula and Gene Aldrich ditched their Douglass Devastator in the drink in the South Pacific early in World War II. They survived their crash and crawled into a small inflatable rubber raft to discover their boat contained no water or food or even a signaling device. Their survival gear consisted of a .45 pistol, a whistle and rubber repair kit for the boat. They had no success shooting birds or catching fish with their makeshift hook (fabricated from a spring mechanism from an ammo clip); but they did have some modest success spearing fish and birds, with a spear fashioned from a small knife. Any landfall would be welcome after being adrift for 34 days, but they were just as concerned about making landfall on a Japanese-held island as they were about food and water. They finally came ashore at the isolated Pukapuka, in the isolated Danger islands, part of the isolated Some of these voyages were planned with a larger purpose, and some with really no purpose at all. The most unusual voyages were intentional journeys by unusual mariners seeking fame, fortune, fun, or something not even they could fathom. Some adventurers are driven by an idea. American boat builder O. K. Ingersoll set out to build a better lifeboat, and sailed his 26-foot square-rigged “Ingersoll’s Improved Metallic Lifeboat,” named the Red, White & Blue, from New Jersey to England in 35 days. In 1874, another American, Paul Boyton set out to demonstrate the effectiveness of a novel lifesaving outfit called the Merriman Inflatable Immersion Suit, by jumping over the side of a steamship Queen 30 miles off the Irish coast in a fierce storm. During the night, 56 ships were lost around the John MacGregor is said to have practically invented the sport of canoeing or kayaking. He conducted some epic voyages in his small craft for a greater purpose, that of saving souls by handing out religious tracts from his canoe. He called it "Muscular Christianity," and he wrote about it in his 1866 book, “A Thousand Miles in the Rob Roy Canoe.” He built 21-foot yawl-rigged catboat and sailed it alone across the English Channel and up the Seine to Few commercial fishing boats are smaller than a dory. For Danish-born Alfred Johnson, a Grand banks dory man out of Thomas Crapo would find fame. But to achieve it, he would need to sail the What could be smaller? How about a 19-and-a-half-foot “folding kayak?” This well-engineered craft, built by German Franziskus Romer, was complete with foot-operated bilge pump, inflatable gasbags and sponsons. Romer even had the foresight to conduct sea trials before embarking on an impetuous voyage. On June 3, 1938, he set out from the Canary Islands to the How about driving across the Floridian Hugo Vihlen wanted to cross the There is a common thread among the adventurers and their feats. If not necessity, then what would motivate a mariner to dodge severe storms in a decked-over dinghy while drugged on Dexedrine. What could persuade a person to pilot a puny pleasure craft with precious and paltry provisions; dealing with demons, dementia, deprivation, despair, doubt, for a variety of motivations to demonstrate that they could do something no one else could possibly imagine? Fame? Fortune? Faith? Or perhaps nothing better to do? This collection of maritime memoirs and sea-going sagas is an adventure in and of itself. -30- Thursday, March 3
Thu 03 Mar 2005 05:52 AM EST
Lynn Schooler’s book “The Last Shot - The Incredible Journey of the CSS Shenandoah and the True Conclusion of the American Civil War,” (Harper Collins, $25.95 U.S.) about the last Confederate Navy ship to conduct operations is a scholarly historical account and a riveting sea story. The Confederacy took several cruisers up from the British merchant trade to prey on Yankee shipping. One such ship, the 220-foot Indiaman Sea King, was outfitted for a wartime role and commissioned as CSS Shenandoah. Her orders were to capture and destroy Yankee merchant shipping and "seek out and utterly destroy" the Yankee whaling fleet. The Shenandoah’s 122-day cruise took her around the world, with the Union Navy in pursuit, being the only ship flying the Stars and Bars to circumnavigate the globe. She attacked and sunk 38 ships, many of which she burned after the war was formally over. This fascinating book has espionage, intrigue, politics, storms and some of the most unlikely operations by an unlikely warship, all part of a dying cause. Monday, April 19
Mon 19 Apr 2004 07:49 AM EDT
To be a Navy SEAL, by Cliff Hollenbeck and Dick Couch $19.95 Motorbooks International Publishing Company Reviewed by Thomas Lundquist with Edward Lundquist Want to be a Navy SEAL? Read this book first. Many young people imagine joining the elite U.S. Navy SEALs. So Sea Classics asked a young person, 16-year old Thomas Lundquist of Springfield, Virginia, to read and review this book. This is a great book that provides some insight into what it’s like to become a member of one of the most feared fighting forces on the planet. To become a Navy SEAL, which stands for SEa – Air and Land, one must first complete 27 weeks of Basic Underwater Demolition / SEAL training, or BUDS. There’s nothing basic about this training, it is strenuous and mentally exhausting. Most people who begin the training will not complete it. Those who do are not automatically SEALs, for there is another 15 weeks of advanced training before one qualifies as a SEAL. Photographer Cliff Hollenbeck and Author Dick Couch were granted exclusive access into all aspects of this training, and followed a BUDS class from start to finish. We see everything the students of class 228 had to endure, and we can see the strain on their faces as they tackle problems, exercises, drills and sometimes-even punishment. The authors even participated in some of these exercises to give credibility to what they present in their book. Dick Crouch is still a member of the Naval Reserve and is a qualified Navy SEAL. The average class size is about 130-140 students who will begin training together. There are five classes per year. The average dropout rate is about 75 percent. A student can quit, but come back up two more times. The class featured in this book, class 228, which started with 137 trainees, only 20 graduated. The training stresses teamwork. A good trainee knows where his men at all times, and what they doing. If he does not, the consequences are swift and harsh. Often, if one trainee messes up, all must pay the price. Even routine things are difficult. Trainees have to run six miles to the chow hall, sometimes with their boats carried above their heads, just to eat. Trainees must count the number of pushups they do each day, usually somewhere between 1,000 and 2,000. Students who decide not to continue with training may “Drop on Request,” or DOR. Some years ago, a student would bang their head on the instructors door and yell, “I quit!” Then, a bell was instituted. A student that rang the bell once would be signaling for the instructor, but if they rang three times, they were announcing, “I quit.” “The bell was removed for a short time during the 90s from classes 196 through 204,” according to Ensign Bashon Mann, a spokesman for Navy Special Warfare Command. “A psychological study proved the bell was demeaning to the Sailor who wished to be removed from training and there proved to be a lasting affect to the individual once they left BUD/S training. The bell was reinstated because we are training men to go to war. This is not a place to come to if you are looking for someone to rub Both authors have a wealth of knowledge about the Special Warfare community. I asked them what inspired them to write this book. “If there was any inspiration, it was to show the training as it is, not as often fictionalized by the adjective-driven entertainment media,” said Cliff Hollenbeck. “We have both authored novels that feature Navy SEALs,” said Hollenbeck. “Dick was also the ranking SEAL reserve officer for a number of years, which kept him in contact with many of our Vietnam era teammates. (I was not in the reserves). During his retirement ceremony, we talked with current SEAL instructors about the many changes in BUD/S training, along with the many things that had remained the same. Out of that came the suggestion we write a book on modern training. The Special Warfare Command gave us complete access and we, in fact, authored two books. One is a long documentary primarily of text and a few photos. We thought a picture-oriented book would better tell the BUD/S story and approached MBI. They agreed, and ‘To Be A Navy SEAL’ was created.” “From the basics to the most advanced tactics, SEAL training is relentless and endless. It is very demanding, difficult... and usually cold and dirty. There are no hot shots, supermen or super heroes. To a man, they are dedicated to the team concept... always training to improve their own capabilities... always helping teammates improve their capabilities, as well. They fiercely loyal and will never quit of their own will,” said Hollenbeck. I asked Hollenbeck if a young person wanted to become a SEAL, what should he do to Don’t expect this training to get you into shape. You already have to be in peak physical condition.
-30- (Tom Lundquist is a high school student from Springfield, Va. His father, Edward Lundquist, is a retired Navy captain and director of corporate communication for the Center for Security Strategies and Operations, Anteon Corporation, Washington, D.C.) Thursday, April 1
Thu 01 Apr 2004 02:03 PM EST
Strike from the Sea The Royal Navy & U.S. Navy at War in the Middle East 1949-2003 By Iain Ballantyne Pen & Sword Maritime Books Published in the U.S. by U.S. Naval Institute Press Reviewed by Capt. Edward Lundquist, Iain Ballantyne is my editor at WARSHIPS International Fleet Review magazine. I’ve written a number of articles for him. So when he sent me a copy of his book, Strike from the Sea - The Royal Navy & U.S. Navy at War in the Middle East 1949-2003, I was only too happy to read and share my thoughts with Sea Classics readers. First of all, Ballantyne writes from experience, that being several embarks made aboard ships in the region during and after the recent operations there, between 1990 and 2001. During the 2003 Iraq War he spent four weeks locked into the ‘command bunker’ of his UK-based magazine eating, sleeping and breathing ‘Shock and Awe’. In the immediate aftermath of Operation Iraqi Freedom he held detailed discussions on front line operations with an SSN captain, naval helicopter pilots and surface warship COs. He knows what he’s talking about. He also knows that what’s going on over in the Gulf Region is based on centuries of history, so starting his account with much background dating from World War II makes a lot of sense and put allied presence in the region in greater perspective. Chapter one starts us off with the Suez Crisis as a preliminary event we need to comprehend before the later pieces of the puzzle can fall into place. In fact, many of the events in that part of the world are difficult to comprehend. Why during the This sets the scene for decades of naval presence in this hot but strategically important. Region. Ballantyne gives us a very personal account of the events leading up to the first Gulf War, including the Iraqi invasion of Kuwait, the Desert Shied build up and the Desert Storm military action that restored Kuwait and decimated the Iraqi forces, at least for a few years. We then see the enforcement of the No-Fly zones in northern and southern Iraq and move through the build-up to the 2003 war to remove Saddam, including also an account of the post September 11 War on Terrorism from the naval perspective. These stories come from Ballantyne’s coverage in the region, and he shares the combat stories he received first hand from the warriors who were at the front line, along with the analysis and context to explain to us what was happening at the time. We hear the stories of British Commandos, the In the book he talks about RN and RAN ships providing fire support in the littoral waters of the northern Gulf. I asked him if the situation would have been different if the U.S. Navy had the new 5-inch 62 caliber gun which can fire the rocket-propelled guided Extended Range Munition (ERM), or the new Advanced Gun System (AGS) with the Long Range land Attack Projectile which will be found on the new Multimission DD(X) destroyer. “They might well have made a difference to the US Navy as I understand from my sources that the USN was not prepared to risk its Arleigh Burke destroyers or Ticonderoga-class cruisers in the same shallow waters that the RN was happy to send the Type 23s and Type 22 into, alongside the Anzac from the RAN,” Ballantyne told me. “Sometimes, as it reveals in the book, the British frigates and Aussie frigate had around 6-ft under their keels in waters that were also mine-infested and where suicide boats were also discovered hidden for future use. As happened in 1991, it was the world-beating niche capabilities of the RN that perfectly teamed the awesome technological supremacy of the US Navy,” Ballantyne told me.
“There were also big contrasts between how the Royal Marines and US Marines tackled the challenges on the ground, again influenced by their access to technology, or lack of it,” said Ballantyne. “Not something the hardback edition really goes into, but if I get the chance to do an additional chapter for a paperback and a revised epilogue I will touch on such issues. The book is not a technical book - as you will know if you have looked at it - it deals with the human experience and geo-political aspects of the conflicts in the History repeats itself. And we learn through engaging. This book tells us both the history, and the stories of the engagements, all of which serve to prepare us for the next chapters in this troubled region of the world. -30- Edward Lundquist is a retired Friday, September 5
Fri 05 Sep 2003 10:39 AM EDT
My own personal experience aboard USS Tawakoni (ATF-114) in the Western Carolines bears a remarkable similarity to those recollected by Meredith in his book "A Handful of Emeralds – On Patrol with the Hanna in the Postwar Pacific." more »
|
Contact Ned Lundquist, or submit a job to JOTW: lundquist989@cs.com Can't Wait? Some jobs are so hot, they just can't wait until Monday. To get your listing fast exclusive exposure to the JOTW network, launch it with a "Can't Wait" priority listing. The price is just $300. Do it now, because it "Can't Wait!"Sponsor JOTW Sponsor the Job of the Week newsletter and www.nedsjotw.com for a full month. Exclusive sponsorship is only $1,200. Contact Ned at lundquist989@cs.com for details. |
|
|
|||





