27 août 2020 | International, Naval
By: Megan Eckstein
A deficit of ship repair capacity and an expected change in the Navy's needs for large combatants versus smaller ones may force the entire industry to rethink their roles in construction and maintenance work going forward, a panel of officials said this week.
The two halves of the Navy's Team Ships acknowledged that more companies would need to get involved in ship repair, and also that more companies getting involved on the construction side could cause hardship from some of the traditional shipbuilders that have spent years optimizing their yards to build large warships.
First, Rear Adm. Eric Ver Hage, the Commander of Navy Regional Maintenance Center (CNRMC) and Director of Surface Ship Maintenance and Modernization, said during the event that “we don't have enough (ship repair) capacity for peacetime,” let alone to repair combat-damaged ships during wartime.
“Think about how long it took [USS Fitzgerald (DDG-62) and USS John S. McCain (DDG-56)] to get back in operations” following fatal at-sea collisions in the Western Pacific in 2017, he said.
“We'll see what we do with [USS Bonhomme Richard (LHD-6)], but that'll be a massive effort to repair her if that's where the decision goes – I'm talking years most likely. I think public and private investment is needed” to grow the ship repair industrial base.
Ver Hage said the existing repair industrial base is working hard to get more efficient at the work it does, but ultimately that base is too small, especially as the Navy tries to grow its fleet.
The rear admiral cited Titan Acquisition Holdings as one example of private investment: private investment firms The Carlyle Group and Stellex Capital Management came together to buy repair companies Vigor Industrial and MHI Holdings – and most recently, Huntington Ingalls Industries' San Diego Shipyard – to invest in the repair business on both coasts of the U.S. in a way that each small company might struggle to do on its own.
Ver Hage said the fact that such large investment firms showed interest in ship repair means there's a future to this business model.
He also cited the CARES Act, passed by Congress to keep the economy afloat during the coronavirus pandemic, as an example of public investment in shipbuilding and ship repair jobs as vital parts of the military's health but also the economy's health.
The second fact the admirals wrestled with is that the shipbuilding industry in recent years has relied primarily on seven yards owned by just four companies to build large warships – but all indications point to a future fleet that relies less on destroyers and large amphibious ships and more on a large number of small amphibs, small combatants and unmanned surface vessels.
“If the force structure comes up with the need for a portfolio of lesser large ships and more of the small ships, then the larger yards will have to determine how to flex to that. Their infrastructure is set up to build big ships. Are they capable of building smaller platforms? I think the answer is yes. There's also lots of opportunity for smaller yards who already are pretty efficient at building some of those smaller ships. So assuming that the piece of the pie does not grow, there will be a discussion about where the dollars go and where that capability exists,” Rear Adm. Tom Anderson, the program executive officer for ships, said during the same event.
There have long been worries about the consolidation of the shipbuilding industrial base. If the U.S. were to go to war, so few yards have experience working with the Navy and building Navy ships, it would be hard for them to ramp up and help in a shipbuilding surge. The idea of bringing smaller yards into the industrial base has been one of the positives to come out of the discussions of Distributed Maritime Operations and its call to have a lot of small and unmanned ships in the fleet: more companies can compete for these types of ships, bringing fresh ideas and a larger industrial base for the Navy to work with.
However, if the large yards see a decline in business, it's unclear what that will mean for the yard and their workers. General Dynamics' Bath Iron Works, for example, only builds destroyers, which may be in less demand under the upcoming force structure assessment, still being reviewed by the Pentagon. Ingalls Shipbuilding is nearing the end of its work on the National Security Cutter, and its work on destroyers and amphibious ships – while certainly not in jeopardy of going away altogether – could see reduced demand as the Navy and Marine Corps eye smaller combatants like a frigate, and a Light Amphibious Warship (LAW) and small amphib in lieu of the traditional ships Ingalls has built for decades.
Anderson said he took a trip to the Gulf Coast since taking over PEO Ships earlier this summer, and he said he didn't realize how many shipbuilders were there that not only work on Navy warships but auxiliaries, foreign military sales ships and commercial ships for the oil and energy sector, for example. These yards would all be set up well to compete for small or unmanned ships for the Navy, but they might be going up against large yards if they find themselves needing the work, too.
“Not knowing what the force structure analysis is going to tell us we need, I think it's hard to say at this point, because I think the big yards could flex, absolutely. Are they better aligned at the moment to build the larger ships that they're building? Yes. We'll just have to see how the [FSA] plays out,” Anderson said.
The two situations come together in an interesting way: the admirals suggested separately that, in a time of war, small repair yards could be called upon to help build ships; and they suggested that large yards could look to repair work to supplement any lost shipbuilding work – highlighting the predicament the entire enterprise finds itself in, with capacity and capability not necessarily matching up to needs and budgets.
Prior to Ver Hage's comments about lack of ship repair capacity for peacetime, let alone wartime, event moderator and Hudson Institute senior fellow Bryan Clark said, “the commandant of the Marine Corps recently talked about the concern he has regarding the ability of the Navy shipbuilding industrial base and ship repair industrial base to restore or rebuild the fleet in the face of losses that might occur in a conflict. And he talked about how this is an element of deterrence: if you don't have the ability to sustain a fight, a protracted fight, then perhaps your adversaries think they can wait you out or just push through and eventually you'll get to the point where you can no longer continue the combat.”
Breaking Defense first reported on these comments Commandant Gen. David Berger made in a draft document.
In response, Anderson said that about two years ago Assistant Secretary of the Navy for Research, Development and Acquisition James Geurts got a group together to talk about wartime planning for the industrial base, and what work could be done now to be better prepared in case of war. USNI News previously reported that much of that planning work was put to use when the COVID-19 pandemic started, with the Navy already having a good idea of where work is done and what vulnerabilities exist, thanks to this ongoing effort.
Anderson said that some of the questions asked during this planning effort were how shipbuilders could rapidly deliver ships nearing the end of their construction, how they could accelerate construction of hulls still in early phases of work, and how ship repair companies could contribute to a ramped-up shipbuilding effort if called upon to do so.
On the other hand, John Rhatigan, chairman of the Marine Machinery Associations, said during the discussion that shipbuilding yards ought to be contributing to the repair effort as well to address the deficit of repair capacity.
Noting that submarine builders take on submarine overhauls to supplement their construction work, he said, “there are shipyards that maybe don't think they're back into overhaul mode, but they probably need to. I'll give you a good example: Bath Iron Works. They should be able to do overhauls and new construction at the same time. They just went through a strike and they're behind schedule and things like that, but I think they can get back on schedule and I think they should be available, or trying to make themselves available, for overhaul work.”
He said these yards in the past have been swayed against doing repair work because, depending how the contract is structured, it could be a financially risky venture, especially given how common it is for growth work to appear once an overhaul is started.
“I think there's capacity there that hasn't been tapped yet,” Rhatigan said.
“I know that people have tried in the past, and just because someone said no in 2018 doesn't mean they're going to say no in 2021.”
https://news.usni.org/2020/08/26/lack-of-u-s-warship-repair-capacity-worrying-navy
18 juillet 2022 | International, Aérospatial
The Air Force's acquisition executive said today that in order to make fast progress on its "operational imperatives," the service must take advantage of mature technology developed by industry and the scientific community through organizations like the Air Force Research Laboratory, the Defense Advanced Research Projects Agency and the Defense Innovation Unit.
16 juin 2020 | International, Aérospatial, Naval, Terrestre, C4ISR, Sécurité
ARMY Shimmick Construction Co. Inc., Oakland, California, was awarded a $78,801,484 modification (P00012) to contract W912P5-17-C-0007 for Chickamauga Lock chamber replacement. Work will be performed in Chattanooga, Tennessee, with an estimated completion date of June 23, 2023. Fiscal 2020 civil construction funds in the amount of $78,801,484 were obligated at the time of the award. U.S. Army Corps of Engineers, Nashville, Tennessee, is the contracting activity. Heil Trailer International LLC, Gatesville, Texas, was awarded a $37,063,855 firm-fixed-price contract for mobile tactical retail refueling systems, authorized stockage list kits, production qualification testing (PQT) assets, log assets, support for PQT testing, refurbishment of PQT assets, refurbishment of integrated product support systems and contract data requirements lists. Bids were solicited via the internet with three received. Work locations and funding will be determined with each order, with an estimated completion date of June 14, 2025. U.S. Army Contracting Command, Detroit Arsenal, Michigan, is the contracting activity (W56HZV-20-D-0047). Cashman/Dutra JV, Quincy, Massachusetts, was awarded an $18,027,778 modification (P00009) to contract W912WJ-18-C-0010 for improvement dredging. Work will be performed in Boston, Massachusetts, with an estimated completion date of June 16, 2021. Fiscal 2019 and 2020 civil construction funds and 2020 non-federal funds in the amount of $18,027,778 were obligated at the time of the award. U.S. Army Corps of Engineers, Concord, Massachusetts, is the contracting activity. Versar Inc., Springfield, Virginia, was awarded a $10,200,664 firm-fixed-price contract to provide technical services including, but not limited to, inspections, assessments, repairs, testing, reports, training for facilities and operations-related projects within the U.S. Central Command area of responsibility. Bids were solicited via the internet with six received. Work will be performed in Camp Arifjan, Kuwait, with an estimated completion date of Dec. 14, 2022. Fiscal 2020 operations and maintenance (Army) funds in the amount of $10,200,664 were obligated at the time of the award. U.S. Army Corps of Engineers, Huntsville, Alabama, is the contracting activity (W912DY-20-F-0262). Kleinfelder Inc., Rancho Cordova, California, was awarded a $9,476,096 firm-fixed-price contract for civil and geotechnical engineering related design and construction services. Bids were solicited via the internet with one received. Work will be performed in Sacramento, California, with an estimated completion date of April 22, 2023. Fiscal 2018 civil construction funds in the amount of $9,476,096 were obligated at the time of the award. U.S. Army Corps of Engineers, Sacramento, California, is the contracting activity (W91238-20-F-0080). Moog Inc., Blacksburg, Virginia, was awarded a $9,360,000 firm-fixed-price contract for 180 slip rings. Bids were solicited via the internet with one received. Work will be performed in Blacksburg, Virginia, with an estimated completion date of June 16, 2021. Fiscal 2020 procurement, defense-wide funds in the amount of $4,212,000 were obligated at the time of the award. U.S. Army Contracting Command, Detroit Arsenal, Michigan, is the contracting activity (W56HZV-20-C-0121). AIR FORCE AECOM International Inc., Neu-Isenburg, Germany (FA5613-20-D-0008); Buchard-Horn GmbH, Frankfurt am Main, Germany (FA5613-20-D-0009); Dorsch Gruppe International GmbH, Weisbaden, Germany (FA5613-20-D-0010); igr AG, Rockenhausen, Germany (FA5613-20-D-0011); Jacobs Engineering Group Inc., Arlington, Virginia (FA5613-20-D-0012); and Peschla + Rochmes GmbH, Kaiserslautern, Germany (FA5613-20-D-0013), have been awarded a $49,000,000 indefinite-delivery/indefinite-quantity contract for architecture-engineer (A-E) services. This contract provides multi-disciplined A-E services for design of various U.S. military buildings, structures and facilities in Europe. Work will be performed primarily at Headquarters U.S. Air Force in Europe (USAFE); Ramstein Air Base, Germany; and USAFE geographically separated units in Germany. Work is expected to be completed June 14, 2027. This contract is the result of a competitive acquisition and seven offers were received. Fiscal 2020 operations and maintenance funds in the amount of $582 are being obligated for each awardee at the time of the award. The 700th Contracting Squadron, Ramstein Air Base, Germany, is the contracting activity. HDT Global, Salon, Ohio, has been awarded a $17,581,114 fixed-price, incentive-firm modification (P00055) to contract FA8204-13-C-0010 for Transporter Erector Replacement Program (TERP) production. This modification exercises Lot Three, Option Three and provides the government five TERP units. Work will be performed at Cincinnati, Ohio; and Florence, Kentucky, and is expected to be completed Jan. 20, 2022. The total cumulative face value is $83,751,189. Fiscal 2020 missile procurement funds in the amount of $17,581,114 are being obligated at the time of award. The Air Force Nuclear Weapons Center, Hill Air Force Base, Utah, is the contracting activity. The Boeing Co., St. Louis, Missouri, has been awarded a $13,000,000 indefinite-delivery/indefinite-quantity contract for the research and development for adaptive and robust control for hypersonic engagement research effort. The five-year contract will support research and development to comprehend and address impacts of complex flight environments on advanced weapon systems. Work will be performed in St. Louis, and is expected to be completed March 2025 for the initial task order. This award is the result of a competitive acquisition and one offer was received. Fiscal 2020 research, development, test and evaluation funds in the amount of $760,000 are being obligated at the time of award. Air Force Research Laboratory, Eglin Air Force Base, Florida, is the contracting activity (FA8651-20-D-0036). Lockheed Martin Corp., King of Prussia, Pennsylvania, has been awarded a $7,329,960 cost-plus-fixed-fee contract for Joint Air-to-Surface Standoff Missile (JASSM) Operational Realtime Combat Analysis (ORCA) Increment Two. This contract provides for enhancements to the software package known as the JASSM ORCA Increment Two. Work will be performed in King of Prussia, Pennsylvania, and is expected to be complete by June 14, 2021. This award is the result of a sole-source acquisition. Fiscal 2020 operations and maintenance funds in the amount of $3,299,806 are being obligated at the time of award. Air Force Life Cycle Management Center, Eglin, Air Force Base, Florida, is the contracting activity (FA8682-20-C-0007). NAVY Vigor Marine LLC, Portland, Oregon, is awarded a $30,269,098 firm-fixed-price contract (N32205-20-C-4037) for a 120-calendar day shipyard availability for the post shakedown availability of the expeditionary sea base U.S. Ship Miguel Keith (T-ESB 5). The $30,269,098 consists of the amounts listed in the following areas: Category “A” work item costs, additional government requirement, other direct costs, and the general and administrative costs. Work will be performed in Portland, Oregon. Work will include the furnishing of general services, shipboard access, clean and gas free tank voids and cofferdams, machinery room to pump room watertight door, machinery space deck utilization plan, hull perimeter lighting, machinery space closed circuit television monitoring system and bow camera, install of the third air condition plant in forward house, aft house grey water system isolation, segregate grey and black water transfer line, forward main fire loop installation, aft house habitability mods and engineering control room No. 1 deck head install. Work is expected to be complete by December 2020. The contract includes options which, if exercised, will bring the total contract value to $30,985,070. Funds will be obligated on June 15, 2020. Contract completion will be December 2020. Contract funds in the amount of $30,269,098, excluding options, are obligated for fiscal 2021 using operations and maintenance (Navy) funds. This contract was competitively procured with proposals solicited via the beta.sam.gov website and one offer was received. The Navy's Military Sealift Command, Norfolk, Virginia, is the contracting activity (N32205-20-C-4037). Summer Consultants Inc.,* McLean, Virginia, is awarded a $30,000,000 indefinite-delivery/indefinite-quantity architect-engineering contract with a maximum amount of $30,000,000 for multi-discipline architect-engineer services for mechanical, electrical, plumbing and fire-protection within the Naval Facilities Engineering Command (NAVFAC), Washington area of operations (AO). All work on this contract will be performed at various Navy and Marine Corps facilities and other facilities within the NAVFAC Washington AO including, but not limited to, Maryland (40%); Virginia (40%); and Washington, D.C. (20%). The work primarily includes design and engineering services for new construction, major repairs, renovations and alterations. Design services may include, design and engineering concepts, contract documents, construction cost estimates, surveys, shop drawing reviews, construction consultation and inspection and the preparation of construction record drawings. Engineering services may include technical reports and studies, site investigations and programming concepts. Work is expected to be complete by June 2025. The term of the contract is not to exceed 60 months. No task orders are being issued at this time and no funds will be obligated at the time of award. Funds will be obligated on individual task orders as they are issued. Future task orders will be primarily funded by operations and maintenance. This contract was competitively procured via Navy Electronic Commerce Online website and 10 proposals were received. NAVFAC Washington, Washington, D.C., is the contracting activity (N40080-20-D-0017). BAE Systems Jacksonville Ship Repair, Jacksonville, Florida, is awarded a $20,447,455 cost-plus-award-fee modification to previously awarded contract N00024-19-C-2317 to exercise options for the U.S. Ship Delbert D. Black (DDG 119) post shakedown availability (PSA). Work will be performed in Jacksonville, Florida. The work to be performed will include correction of government-responsible trial card deficiencies, new work identified between custody transfers at the time of PSA. The incorporation of approved engineering changes will be included that were not incorporated during the construction period, which are not otherwise the building yard's responsibility under the ship construction contract. The PSA is accomplished within a period of approximately 16 weeks between the time of ship custody transfer to the Navy and the shipbuilding and conversion (Navy), obligation work limiting date. The PSA encompasses all of the manpower, support services, material, non-standard equipment and associated technical data and documentation required to prepare for and accomplish the PSA. Work is expected to be complete by July 2021. Fiscal 2014 and fiscal 2020 shipbuilding and conversion (Navy) funding in the amount of $12,902,625 will be obligated at time of award. Funding will not expire at the end of the current fiscal year. The Naval Sea Systems Command, Washington, D.C., is the contracting activity. The University of California San Diego, San Diego, California, is awarded a $16,542,048 cost-plus-fixed-fee contract for the development of state-of-the-art improvements to unmanned systems and in situ ocean sampling. Work will be performed at the Scripps Institution of Oceanography, University of California San Diego, San Diego, California. The lines of effort will improve and implement new oceanographic sampling techniques and methods. Experimentation events will enable data collections to support the next generation of federated oceanographic data tasking, processing and dissemination for future warfighting and oceanographic applications. Work is expected to be completed by June 2025. The total cumulative value of this contract is $16,542,048. The base period is $16,542,048 and there are no proposed option periods. Fiscal 2019 research, development, test and evaluation (Navy) funds in the amount of $7,100,000 are obligated at time of award and will expire at the end of the current fiscal year. This contract was competitively procured under N00014-20-S-B001, “Long Range Broad Agency Announcement (BAA) for Navy and Marine Corps Science & Technology.” Since proposals are received throughout the year under the long range BAA, the number of proposals received in response to the solicitation is unknown. The Office of Naval Research, Arlington, Virginia, is the contracting activity (N00014-20-C-2039). DEFENSE LOGISTICS AGENCY Honeywell International, doing business as Honeywell Aerospace-Tucson, Tucson, Arizona, has been awarded a maximum $27,243,370 firm-fixed-price, indefinite-delivery/indefinite-quantity contract for aircraft generator auxiliary power units in support of the Blackhawk helicopter platform. This was a limited acquisition as stated in Federal Acquisition Regulation 6.302-1 (a)(2). This is a five-year base contract with no option periods. Location of performance is Arizona, with a June 15, 2025, ordering period end date. Using military service is the Army. Type of appropriation is fiscal 2020 (Army) working capital funds. The contracting activity is the Defense Logistics Agency Aviation, Redstone Arsenal, Alabama (SPRRA1-20-D-0054). Dixie Chemical Co. Inc., Pasadena, Texas, has been awarded a maximum $12,619,380 firm-fixed-price, requirements-type contract for high-density synthetic hydrocarbon jet propellant and priming fluid. This was a competitive acquisition with three responses received. This is a five-year contract with no option periods. Locations of performance are Texas, Oklahoma, Utah, Michigan, Alabama, Virginia, California, Arizona, Louisiana, Connecticut, Florida, Tennessee and Colorado, with a June 15, 2025, performance completion date. Using military services are Air Force and Navy. Type of appropriation is fiscal 2020 through 2025 defense working capital funds. The contracting activity is the Defense Logistics Agency Energy – Aerospace Energy, San Antonio, Texas (SPE601-20-D-1510). U.S. TRANSPORTATION COMMAND UPDATE: Two additional companies, Eastern Airlines LLC., Wayne, Pennsylvania (HTC711-20-D-CC03); and USA Jet Airlines Inc., Belleville, Michigan (HTC711-20-D-CC04), have been awarded firm-fixed-price contracts under the Domestic Airlift Charter Services, Federal Aviation Administration Part 121, indefinite-delivery/indefinite-quantity, fixed price Contract at an estimated overall program value of $697,000,000. These funds were obligated on individual task orders issued among sixteen contracts. The program initially began in October 2018. The contracts provide domestic air cargo and passenger charter services. Services shall be provided for the Department of Defense and other federal government agencies. Work will be performed within the continental U.S., all U.S. territories, Mexico, Canada, and the Caribbean Islands. Performance is from June 15, 2020, to Sept. 30, 2023. Ordering is decentralized and will be determined at the task order level. U.S. Transportation Command, Directorate of Acquisition, Scott Air Force Base, Illinois, is the contracting activity. *Small Business https://www.defense.gov/Newsroom/Contracts/Contract/Article/2220903/source/GovDelivery/
23 mars 2020 | International, Terrestre
By: Kelsey D. Atherton Picture the scene: A rural compound in northwest Syria. An underground tunnel beneath the compound, where a cornered man with a suicide vest and two children hides from a raid by the U.S. Army's Delta Force. Outside the compound on Oct. 26, waiting and at the ready, was a robot. The vested man was later identified as Abu Bakr Al-Baghdadi, the self-proclaimed caliph of the Islamic State of Syria and the Levant. “We had a robot just in case because we were afraid he had a suicide vest and if you get close to him and he blows it up, you're going to die. You're going to die. He had a very powerful suicide vest,” President Donald Trump said in a press conference about the raid in the following days. “The robot was set, too, but we didn't hook it up because we were too — they were moving too fast. We were moving fast,” the president continued. “We weren't 100 percent sure about the tunnel being dead ended. It's possible that there could have been an escape hatch somewhere along that we didn't know about.” In this case, the robot never went in the tunnels. Picture the scene, four months later, in the damp subterranean levels of the never-finished Satsop nuclear power plant outside Elma, Washington. There, engineers and scientists are testing the machines and algorithms that may guide missions for a time, preparing for a time when the robots won't remain on the sidelines. None of the robots fielded at the Defense Advanced Research Projects Agency's Subterranean Challenge urban circuit in Elma in February are particularly battle-ready, though a few could likely work in a pinch. Apart from a single human commander able to take remote control, the robots navigate, mostly autonomously. As captured on hours of video, the robots crawled, floated, rolled and stumbled their way through the course. They mapped their environment and searched for up to 20 special artifacts in the special urban circuit courses, built in the underground levels around a never-used cooling tower. The artifacts included cellphones emitting bluetooth, Wi-Fi and occasionally video. They included red backpacks and thermal manikins warmed to the temperature of humans playing an audio recording, and they included carbon dioxide gas and warm blowing vents. This urban circuit is the second of three underground environments that DARPA is using to test robots. Phones, manikins and backpacks are common across the tunnel, urban and cave settings that constitute the full range of subterranean challenges. The straightforward mission of the contest is to create machines that are better at rescue in environments that are dangerous and difficult for first responders, who are humans. If robots can find people trapped underground, then humans can use their energy getting to those same people, rather than expend that energy searching themselves. A subtext of the Subterranean Challenge is that the same technologies that lead robots to rescue people underground could also lead infantry to find enemies hiding in tunnel complexes. While Delta Force was able to corner al-Baghdadi in Syria, much of the military's modern interest in tunnel warfare can be traced back to Osama bin Laden evading capture for years by escaping through the tunnels at Tora Bora. Underground at Satsop, the future of warfare was far less a concern than simply making sure the robots could navigate the courses before them. That meant, most importantly, maintaining contact with the other robots on the team, and with a human supervisor. Thick concrete walls, feet of dirt, heavy cave walls and the metals embedded in the structure all make underground sites that the military describes as passively denied environments, where the greatest obstacle to communication through the electromagnetic spectrum is the terrain itself. It's a problem military leaders, particularly in the Army, are hoping to solve for future iterations of their networks. Team NUS SEDS, the undergrad roboticists representing the National University of Singapore Students for Exploration and Development of Space, arrived in Washington with one of the smallest budgets of any competitor, spending roughly $12,000 on everything from robot parts to travel and lodging. One of their robots, a larger tracked vehicle, was held up by U.S. Customs, and unable to take part in the competition. Not to be deterred, at the team's preparation area, members showed off a version of the most striking design innovation at the competition: droppable Wi-Fi repeaters. As designed, the robots would release a repeater the moment they lost contact with the human operator. To lighten the data load, the onboard computers would compress the data to one-hundredth of its size, and then send it through the repeater. “It's like dropping bread crumbs,” said Ramu Vairavan, the team's president. Unfortunately for NUS SEDS, the bread crumbs were not enough, and the team only found one artifact in its four runs between the two courses. But the bread-crumb concept was shared across various teams. Besides the physical competition taking place underground at Satsop, the urban circuit held a parallel virtual challenge, where teams selected robots and sensors from a defined budget and then programmed algorithms to tackle a challenge fully autonomously. The repeaters, such a popular innovation in the physical space, will likely be programmed into the next round of the virtual challenge. The first DARPA Grand Challenge, launched in 2004, focused on getting roboticists together to provide a technological answer to a military problem. Convoys, needed for sustaining logistics in occupied countries, are vulnerable to attack, and tasking humans to drive the vehicles and escort the cargo only increasing the fixed costs of resupply. What if, instead, the robots could drive themselves over long stretches of desert? After much attention and even more design, the March 2004 challenge ended with no vehicle having gone even a tenth the distance of the 142-mile track. A second Grand Challenge, held 18 months later, delivered far more successful results, and is largely credited with sparking the modern wave of autonomous driving features in cars. Open desert is a permissive space, and navigation across it is aided by existing maps and the ever-present GPS data. This is the same architecture that undergirds much of autonomous navigation today, where surface robots and flying drones can all plug into communication networks offering useful location data. Underground offers a fundamentally unknowable environment. Robots can explore parts of it, but even the most successful team on its most successful run found fewer than half of the artifacts hidden in the space. That team, CoSTAR (an acronym for “Collaborative SubTerranean Autonomous Resilient robots) included participants from Jet Propulsion Laboratory, CalTech, MIT, KAIST in South Korea and Lulea University of Technology in Sweden. CoSTAR used a mixture of wheeled and legged machines, and in the off-hours would practice everywhere from a local high school to a hotel staircase. Yet, for all the constraints on signal that impeded navigation, it was the human-built environment that provided the greatest hurdle. On a tour of the courses, it was easy to see how an environment intuitive to humans is difficult for machines. Backpacks and cellphones were not just placed on corners of roofs, but on internal ledges, impossible to spot without some aerial navigation. Whereas the tunnel course held relatively flat, the urban circuit features levels upon levels to explore. Stairs and shafts, wide-open rooms with the jangly mess of a mezzanine catwalk, all require teams and robots to explore space in three dimensions. Between runs, the humans running the competition would adjust some features, so that completing the course once does not automatically translate into perfect information for a second attempt. “How do we design equally hard for air and ground?” Viktor Orekhov, a DARPA contractor who designed the course, said. “There's an art to it, not a science. But there's also a lot of science.” Part of that art was building ramps into and out of an early room that would otherwise serve as a run-ending chokepoint. Another component was making sure that the course “leveled up” in difficulty the further teams got, requiring more senses and more tools to find artifacts hidden deeper and deeper in the space. “Using all senses is helpful for humans. It's helpful for robots, too,” said Orekhov. Teams competing in the Subterranean Challenge have six months to incorporate lessons learned into their designs and plans. The cave circuit, the next chapter of the Challenge scheduled for August 2020, will inevitably feature greater strain on communications and navigation, and will not even share the at least familiarity of a human-designed spaces seen in the urban circuit. After that, teams will have a year to prepare for the final circuit, set to incorporate aspects of tunnel, urban and cave circuits, and scheduled for August 2021. DARPA prides itself on spurring technological development, rather than iterating it in a final form. Like the Grand Challenges before it, the goal is at least as much to spark industry interest and collaboration in a useful but unexplored space. Programming a quadcopter or a tracked robot to find a manikin in a safety-yellow vest is a distant task from tracking and capturing armed people in the battlefields of the future, but the tools workshopped in late nights at a high school cafeteria between urban circuit runs may lead to the actual sensors on the robots brought along by Delta Force on future raids. The robots of the underground wars of tomorrow are gestating, in competitions and workshops and github pages. Someday, they won't just be brought along on the raid against a military leader. Wordlessly — with spinning LiDAR, whirring engines, and millimeter-wave radar — the robots might lead the charge themselves. https://www.c4isrnet.com/battlefield-tech/it-networks/2020/03/20/the-trouble-when-military-robots-go-underground/